BESTUFSGood Practice Guideon Urban Freight Transport

BESTUFS is funded by the European Commission under the6 th Framework Programme for Research and Technological Demonstration© 2007 by the BESTUFS consortium

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BESTUFS

Good Practice Guideon Urban Freight Transport

Content:

Introduction Page4

PARTI: Goodsvehiclesaccessandloadinginurbanareas Page10

PARTII: Lastmilesolutions Page�7

PARTIII: Urbanconsolidationcentres Page59

MoreaboutBESTUFS Page80

Main authors:

Allen,J.,Thorne,G.andBrowne,M.(UniversityofWestminster)

Translated by:

Bulgarian-V.Spassov(Bulfralog&VTU”T.Kableshkov”),Czech-J.Vranova/P.Nemec(CDV),Danish-L.Bentzen/M.S.Laugesen(NTU),

Dutch-S.BrouwerVertalingen/J.Schoemaker(NEA),Finnish-V.Himanen(PoyryInfra),French-M.Thebert/L.Dablanc(Inrets),German

-C.Eichhorn(PTV),Greek-I.Dimitriadou(TRADEMCO),Hungarian-Cs.Révész/J.Monigl(Transman),Italian-G.Ruberti(CSST),

Lithuanian-S. Bačiauskienė / A. Šakalys / V. Gibavičius (VGTU),Polish-T.Dowgielewicz(ILiM),Portuguese-J.Lemos(GabLogis)/

J.Jacob,Slovene-S.Bozicnik/J.Cvahte(UniversityofMaribor),Spanish-G.Montero/I.Suárez(PROINCA),Swedish-S.Franzen

(Chalmers)

Copyright:

AllrightsreservedbytheBESTUFSconsortium.TheBESTUFSconsortiumallowsafullreproduction,photocopyingorotherwisefornoncom-

mercialpurposes.Nopartsofthispublicationmaybereproduced,photocopiedorotherwiseusedforanycommercialpurposewithouttheprior

permissionoftheBESTUFSco-ordinatorPTVAG.

4

Introduction

Urbanfreighttransport

Theurbanfreighttransportproblem

Untilthemid-1990s,researchersandpolicymak-erspaidrelativelylittleattentiontotheincreasinglyseverefreighttransportproblemsfacingurbanareas.Morerecentlythishaschanged,andthereisgrowinginterestinthelogisticsofcollectionanddeliveryser-vicesintownandcitycentresinparticular.SeveralprojectsinEuropeandelsewherehaveattemptedtopinpointthekeyurbanfreighttransportproblemsandidentifypotentialsolutions.

However,thefundamentalurbanfreighttransportdilemmaremains;thefuturesuccessoftownandcitycentresdependsontheireffectivenessindifferent,often conflicting dimensions. On the one hand, urban areasmustbeattractiveplacestolive,work,shopandspendleisuretime.Intheserespectstheyfaceincreasinglyseverecompetition,notablyfromout-of-townretailparks.Ifretailersandotheremployersand

income generators are to retain confidence in town and city centres, efficient logistics systems must be providedsothatcommercialpremisescanbeser-vicedinacosteffectivemanner.Ontheotherhand,urbanplannersareveryconsciousoftheneedtomaintainorimprovethequalityofcitycentreenviron-ments,toattractshoppers,touristsandworkersandperhapstopersuadepeopletolivethere.

Thereisapopularperceptionthatgoodsvehiclesaredetrimentaltotheurbanenvironment,contributingsignificantly to the problems of congestion, pollution, safetyandnoise.Itisnotsurprisingthereforethatconflict can arise between commercial interests and theenvironmentallobbyasfarasurbanlogisticsisconcerned.

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TheEuropeanCo-ordinationActionon“BESTUrbanFreightSolutions”(BESTUFS)isfundedbytheEu-ropeanCommission(DGTransportandEnergy)andisactivefrom2000until2008.Themainobjectiveistoidentify,describeanddisseminatebestpractices,successcriteriaandbottlenecksofurbanfreighttransportsolutions.Furthermore,BESTUFSaimstomaintainandexpandanopenEuropeannetworkbetweenurbanfreightexperts,usergroups/asso-ciations,ongoingprojects,therelevantEuropeanCommissionDirectoratesandrepresentativesof

national,regionalandlocaltransportadministrationsandtransportoperators.TheprojectteamorganisesregularworkshopsandconferencesalloverEuropeandreportsaboutinterestingurbancommercialtransportrelateddevelopments,demonstrationsandeventsonEuropean,national,regionalandlocallevel.BESTUFSreachedaconsiderableattentionfrompractitionersaswellasfromresearchersandallinformationispubliclyavailableviathewebsitewww.bestufs.net.

WhatisBESTUFS?

BESTUFSHomepage

Whyisurbanfreighttransportimportant?

Urbanfreighttransportisimportantformanyreasonsincluding:

Thetotalcostoffreighttransportandlogisticsissignificantandhasadirectbearingontheef-ficiencyoftheeconomy.Theroleitplaysinservicingandretainingindus-trialandtradingactivitieswhichareessentialformajorwealthgeneratingactivities.Itisamajoremployerinitsownright.Thecontributionthatanefficientfreighttransportsectormakestothecompetitivenessofindustryintheregionconcerned.Itisfundamentaltosustainingourexistinglifestyles.Thenegativesocialandenvironmentaleffectsofurbanfreighttransport.

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InmostcasesgoodsmovementswithinanurbanareainEuropearelikelytobemadebyroadbe-causethetripdistancewillberelativelyshortandforreasonsofconnectivity.Forshipmentsintoandoutoftheurbanareathereismorescopeforsomedegreeofmodalchoicebutroadisstillbyfarthedominantmode.Roadfreightvehiclesclearlyplayanimportantroleinthefunctioningoftownsandcities,distributinggoodstonumerouslocationsthatarevitaltourbanlife.Thesevehiclesundertakeanumberoftypesofurbanmovementincludingshipmentsofgoodsintoanurbanareaforconsumption,shipmentsoutofanurbanareaofgoodsproducedandwastemateri-als,andcollectionanddeliveryoperationswithintheurbanarea.Manygoodsarealsotemporarilystoredinwarehousesandstoreroomswithintheurbanareapriortouseorsale.

Urban traffic congestion

Thetypesandpatternsoffreighttransportmovementwithinanurbanareawilldependonawiderangeoffactorsincluding:

Thelocationandtypeofindustriespresent

Thesupplychainstructuresofthecompaniesintheseindustries

Existingtransportinfrastructureincludingwhethertheurbanareacontainsamajorportorairportorrailfreightterminal

Thelocationandextentofwarehousingfacilities

Thesizesandweightsofgoodsvehiclepermittedtooperateintheurbanarea

Accessandloadingregulationsappliedintheurbanarea

Theexistingroadtrafficconditions

Behaviourofcustomers(useofe-commerce,etc.)

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BESTUFSapproachtosustainableurbanfreighttransport

Theaimofasustainabletransportstrategyis,“toanswer,asfaraspossible,howsocietyintendstoprovidethemeansofopportunitytomeeteconomic,environmental and social needs efficiently and equi-tably,whileminimisingavoidableorunnecessaryadverseimpactsandtheirassociatedcosts,overrelevantspaceandtimescales”(UKRoundTableonSustainableDevelopment,199�).

Inadditiontothepositiveimpactsnotedonpage5existingfreighttransportsystemsinurbanareascreateavarietyofnegativeeconomic,environmentalandsocialimpacts.Theseinclude:

Economicimpacts:congestion,inefficiency,andresourcewaste

Environmentalimpacts:pollutantemissionsin-cludingtheprimarygreenhousegascarbondiox-ide,theuseofnon-renewablefossil-fuel,landandaggregates,andwasteproductssuchastyres,oilandothermaterials

Socialimpacts:thephysicalconsequencesofpol-lutantemissionsonpublichealth(death,illness,hazardsetc),theinjuriesanddeathresultingfromtrafficaccidents,noise,visualintrusion,andother

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qualityoflifeissues(includingthelossofgreen-fieldsitesandopenspacesinurbanareasasaresultoftransportinfrastructuredevelopments)

Sustainabilitypoliciescanaddresseconomic,envi-ronmentalandsocialobjectives.Themosteffectivesustainabilityfreighttransportpolicymeasuresarelikelytobethosethatmeeteconomic,environmentalandsocialneedssimultaneously;andsominimisetrade-offsbetweenobjectivestoreduceassociatedlossesandcosts.

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BESTUFSapproachtoimprovingurbanfreighttransport

Goodsvehicleoperatorsanddriversfacearangeof difficulties when carrying out freight operations in urbanareas.Theseinclude:

Trafficflow/congestionissuescausedbytrafficlevels,trafficincidents,inadequateroadinfra-structure,andpoordriverbehaviour

Transportpolicy-relatedproblemsincluding,forexample,vehicleaccessrestrictionsbasedontimeand/orsize/weightofvehicleandbuslanes

Parkingandloading/unloadingproblemsinclud-ingloading/unloadingregulations,fines,lackofunloadingspace,andhandlingproblems

Customer/receiver-relatedproblemsincludingqueuingtomakedeliveriesandcollections,dif-ficultyinfindingthereceiver,collectionanddeliv-erytimesrequestedbycustomersandreceivers

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Loadingsigns

Itisimportanttodistinguishbetweenthetwodifferentgroupswhoarecapableofimplementingchangestotheurbanfreightsystem,namely:

Urban authoritiesChangesoccurthroughtheintroductionofpolicymeasuresthatforceorencouragecompaniestochangetheiractions.Strategiesavailableincludeimprovementsinsignageandinformationprovision,vehicleaccessandloading/unloadingregulations,traffic management schemes, infrastructure develop-ments,androadpricing.

Freight transport companiesTheytendtoimplementinitiativesthatwillreducetheimpactoftheirfreightoperations,becausetheywill derive some internal benefit from this change in behaviour. These benefits can be internal economic advantagesfromoperatinginamoreenvironmentallyor socially efficient manner, either through improved economic efficiency or through being able to en-hancemarketshareasaresultoftheirenvironmentalstance.Instancesofcompany-ledinitiativesincludeincreas-ingthevehicleloadfactorthroughtheconsolidationofurbanfreight,makingdeliveriesbeforeorafternormalfreightdeliveryhours,theuseofrouteingandschedulingsoftware,improvementsinthefuelef-ficiency of vehicles, in-cab communications systems, andimprovementsincollectionanddeliverysystems.Someoftheseinitiativesaretechnology-related,someareconcernedwithfreighttransportcompa-niesreorganisingtheiroperations,andsomeinvolvechangeinthesupplychainorganisation.

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WhyBESTUFSGoodPracticeGuides?

ThisBESTUFSGoodPracticeGuidebuildsonthepreviousGoodPracticeHandbooksproducedinBESTUFS.Itisintendedtogiveguidancetoanybodyinvolvedin,orinterestedin,themovementoffreightinurbanareas,whentheyareconsideringmeasureswhich may be implemented to improve the flows of productsinurbanareasandreducetheenviron-mentalimpactoftheoperation.Threesubjectsareaddressedintheguidethatcanbeusedbyurbanplanners,freighttransportcompaniesandothersupplychainpartiestoimprovethesustainabilityofurbanfreighttransportsystems:

Goodsvehicleaccessandloadingapproachesinurbanareas(PartI)

Theprincipalissuesinvolvedinlastmilesolutions(PartII)

Theprincipalissuesassociatedwithurbancon-solidationcentres(PartIII)

FurtherinformationcanbefoundontheBESTUFSwebsitewww.bestufs.net(mostlyinEnglish).

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► BESTUFS-References

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PARTI:Goodsvehicleaccessandloading/unloadinginurbanareas

1. Efficient usage of infrastructure

2.Guidanceonmeasuresforgoodsvehicle accessandloadinginurbanareas

SigningLorryroutesUrbanfreightinformationandmapsOn-StreetloadingbaysNearbydeliveryarea(ELP)UrbanconsolidationcentresVehicleweightandsizeregulationsTimeregulationsImposingandenforcingaccessandloadingregulations

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Environmentalzones/emissionstandardregula-tionsNightdeliveryLorrylanesRoadchargingsystems

�.Technologyinurbanfreight

4.Environmentally-friendlyvehicles

5.Enforcementissues

�.Jointworkingbetweenpublicandprivatesectors

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Efficient usage of infrastructure

UnloadinginCopenhagen,DK

The efficient usage of road infrastructure in urban areasisofhighpriorityasinmostcasesurbanroadspacecannotbeincreased.Themanagementoftheuseofurbanroadinfrastructureintermsoftimeandspaceisoffundamentalimportancetourbanplannersandresultsinvariousmeasuresforregulat-ingtheuseofthisinfrastructure.Forexample,sometownsandcitiesalreadyprovideloadingzonesorbays for commercial traffic in order to improve the workingconditionsfortransportoperatorsandalsotoaddressthenegativeimpactsthatcanbecausedbydeliveryoperations(e.g.doubleparking).

Overthelastfewyearsnewexperimentalschemeshavealsobeenintroduced.Informationandcommu-nicationtechnologies,togetherwithmechanicalac-cessgatesorvariablemessagesignshavebecomelessexpensiveandofferavarietyofnewaccessschemes tailored to specific urban road infrastruc-turesforgoodsdelivery.Besidestheprovisionofinfrastructure,somecitiesalsoprovidevalue-addedservicesofloadingzonestocarryoutthedeliveries(e.g.thepossibilityforshort-termstorageorsupportintranshipment).

Efficient and reliable deliveries are required to sup-porttheurbaneconomy,bothbyurbanplannersaswellasbytransportoperators.Keyissuesthatneedto be taken into account in order to achieve efficient andsustainableapproachesinclude:

Vehiclesmakingthedeliveriesshouldimposeasfewsocialandenvironmentalimpactsaspossible.Planners(fromurban,city,municipalorlocaltransportauthorities),freighttransportcompaniesandotherbusinessesmustco-operatetoensurethattheseobjectivesaremet.Urbanplannersmayneedtoinfluenceorcontrolthemovementofgoodsvehicles.

Transportcompaniesmustoptimiseoperationalefficiencytoreducetrafficcongestionandenvi-ronmentalimpact.Thetypesofpolicymeasuresrequireddependonfactorsincluding:

- Theeconomic,socialandenvironmental objectivesoftheurbanauthority- Theleveloffreighttransportandotherroad traffic- Thesize,densityandlayoutoftheurban area

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Approaches availables

Freighttransportpartnerships

TelematicsforurbangoodstransportSigningUrbanfreightinformationandmapsRoadpricingAllowingnightdeliveriesLorrylanesornocarlanes

TelematicsforurbangoodstransportSigningLorryroutesSimplification&harmonisationofvehicleweight,sizeandconstructionregulationsUrbanfreightinformationandmapsUrbanconsolidationcentres

Providingon-streetloadingbaysNearbyDeliveryArea(ELP)Urbanconsolidationcentres

Vehicleweight,sizeandemissionsstandardsregulationsTimeregulationsforgoodsvehicleaccessandloadingAllowingnightdeliveriesEnvironmentalzonesLorrylanesInfrastructureimprovementsEncourageuseofenvironmentally-friendlyvehiclesEnforcement

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Objectives

Gainingfreightindustrysupportforfreightstrategiesandinitiatives

Improvingjourneytimereliabilityofgoodsvehicles

Assistingthejourneyofgoodsvehicledriversandreducinggoodsvehicletripsandkilometres

Assistingfreighttransportcompaniesatthepointofdeliveringandcollection

Reducingenvironmentalimpactsandtheriskofac-cidentsinvolvinggoodsvehicles

ThetableshowsapproachestobringaboutdifferentgoodsvehicleaccessandloadingobjectivesinurbanareasthatarediscussedinthispartoftheGuide.

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Guidanceonmeasuresforgoodsvehicleaccessandloadinginurbanareas

Loadingsigns

Beforeintroducinganynewregulationsforgoodsvehiclestheurbanauthoritymustensurethattheyare understandable and that they do not conflict with regulationsinotherlocalareas.

Signing

Clearandaccurateroadsignsshouldbeusedbyurbanauthoritiestoexplainrouteingsandregulationstogoodsvehicledriversinurbanareas.

1.Roadsignsshouldbeusedto:

Warndriversaboutroadsthatmaybeinappropri-atefortheirvehicle(e.g.narrowstreets)

Informdriversaboutregulationsonroads(e.g.vehicleweight,size,andtimeregulations)

Informdriversabouton-streetparkingandloadingregulations

Directdriversonadvisorylorryroutes

Directdriverstolorryparksandkeyindustrialareas

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2.Urbanauthoritiesshouldensurethat:

Theroadsignsconveythecorrectinformation

Themostup-to-dateversionoftheroadsignisbeingused

Thesignsareeasytoseeandreadandareingoodcondition

Therearesufficientsignswithparkingandload-inginformation(sothatdriversdonotneedtowalkalongwaytoreadthesign)

�. Urbanauthoritiescanworkwithownersand tenantsinindustrialzonestointroducenewor improvedinformationboards

4. Variablemessagesignscanbeusedtoconvey real-timeinformation

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Lorrysigns

Lorryroutes

Advisoryorstatutorylorryroutescanbeusedbytheurbanauthoritiestopreventgoodsvehicledriversusingunsuitableorsensitiveroutes.Whilstadvisorylorryroutesrequirelittleornoenforcement,statutoryroutes(whichprohibitlorriesfromusingnon-desig-natedroutes)requireenforcement,andarethereforemorecomplexandexpensivetoimplementandmanage.

1.Differenttypesoflorryroutethatcanbeconsideredinclude:

Strategicroute–arouteusingmajorroadsforlongerdistancejourneysbetweenkeylocationsorwithinmajorurbanareas

Zonedistributorroute–roadsthatlinkstrategiclorryroutesandwhichprovidearoutefromamajorroadtoaparticularlocationorarea

Localaccessroute–arouteprovidingsuitableaccesstoaparticularlocation

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2.Factorstotakeintoaccountinselectingsuitablelorryroutesinclude:

Routesshouldcontainallmajorroadsintheareaandlinksbetweenthem

Theroutesshouldservesitesthataremajorgen-eratorsoffreight

Roadsusedforlorryroutesneedto: - Bewellmaintained - Be sufficiently wide to accommodate heavy goodvehicles - Involvenosharpbendsandturns - Have sufficient overhead clearance - Havebridgescapableoftakingtheweightor heavygoodsvehicles

Steephillsandsensitivelanduseareas(e.g.residential,highpedestrianactivityetc.)shouldbeavoided

Allplanningauthoritieswithresponsibilitiesforroadsintheurbanareaandthefreighttransportindustryshouldbeinvolvedintheselectionofproposedroutes

Clearandsufficientroadsignsandthedissemi-nationofprintedandelectronicmapswillbecriti-caltosuccessfulintroductionoftheroute

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Freightdeliverymaps

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Urbanfreightinformationandmaps

Urbanauthoritiescanprovidemuchvaluableinfor-mationtofreighttransportcompaniesanddrivers.Methodsincludetheprovisionofmapsandtheuseofreal-timeinformation.

Maps

1.Mapscanshow:

Lorryroutes(bothtotheurbanareaandwithinit)

Informationaboutweight,size,timeaccess,load-ingregulations,loadingbaysandlorrylanes

Keybuildingsandlocationssuchasindustrialestates

Lorryparks

Sensitiveareastobeavoided

2.Mapscanbeproducedinpaperandelectronicform.Theycanbedistributedby:

Localtradingcompanies

Freighttransportcompanies

Freighttradeassociations

Motoringassociations

Urbanauthorities

�.Someurbanauthoritieshaveproducedentirefreightatlasesoftheirareasforgoodsvehicledrivers.

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Real-timeinformation

1. Web based information on traffic problems androadworkscanbemadeavailable.

2. ThiscanbelinkedtoGISmappingsystemsto makeidentifyingrelevantinformationaseasyas possible (for example the London Traffic Alerts ServiceprovidedbyTransportforLondon).

�. Informationboardsatlorryparkscanbeusedto provide:

Essentiallocalinformation

Contactinformationforlocalhelpandassistance

Printedmaps

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ExampleFALKTruckerAtlas

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On-streetloadingbays

On-streetloadingbayscanbeprovidedbyurbanau-thoritiesinlocationsthatgenerategoodsvehicletripsbutdonothavesuitableoff-streetloadingfacilities–suchasbusinessdistrictsandretailareas.Theyprovidededicatedspaceforgoodsvehiclestoloadandunload.

Loadingbayscaneitherbeunrestricted(allowgoodsvehicleloadingandunloadingatalltimes)orcanhavetimeregulationsappliedtothem.

Theycanbedesignedforoneorseveralgoodsvehiclesandshouldtakeaccountofthesizeofvehiclesthatarelikelytousethem.

Theyaremostusefulwhenthereiscompetitionforkerbsidespacebetweengoodsvehiclesandotherroadusers.

Theycanreducetrafficcongestion.

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ExampleofloadingzonesinAalborg

Loadingzoneswereintroducedinanarrowpedestrianisedarea.Beforetheirintroductiononevehicleunloadingblockedothervehicles.

Eachoftheseloadingzonescanaccommodateseveralvehicles,andallowothergoodsvehiclestopasseasingtrafficcongestionduringtheearlymorningdeliverywindow.

Localshopkeepersagreedtowaituntil11.00beforeplacingshowcasesinthestreetsandrollingoutsunblinds.

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Example:NearbydeliveryareasinBordeaux

TheELPisintendedtomakethedeliveryofgoodstothecitycentreeasierandreducetrafficcongestion,noiseandpollutionassociatedwithdeliveries.

TheELPisacollaborationbetweenfreighttrans-portcompanies,theChamberofCommerceofBordeauxandtheBordeauxmetropolitanauthority.

ELPisanareaofstreetspacethathasbeendedicatedtogoodsvehiclesfortheloadingandunloadingofgoodsdestinedforthenearbyshops.

Thisspaceisreservedandcontrolledbyuptotwomembersofstaffwhocanalsohelpgoodsvehicledriverstodelivertheirgoodstotheshopsusingtrolleys.

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Thespacecanaccommodate�to5deliveryvehi-clesatonce(itisabout�0metreswide).

TheELPoperatesfromMondaytoFridaybe-tween09.00and17.00andonSaturdaybetween09.00and11.00.

InitialresultsshowsthattheELPsystemisverypopularwithfreighttransportcompaniesbecauseitofferstheguaranteeofanavailableandsecureunloadingareaclosetothecommercialareainthecitycentre.

AsecondELPwasset-upinBordeauxin2005andatrirdin200�.ELPsarealsobeingestab-lishedinotherFrenchcities(e.g.Rouen).

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Nearbydeliveryarea(ELP)

InBordeaux,asystemwasestablishedin200�toeasethedeliveryofgoodsinthecitycentre,involv-ingthecreationof‘nearbydeliveryareas’(Espacedelivraisondeproximité-ELP).TheELPapproachcomprisestheinstallationofanurbantranshipmentplatformonwhichdedicatedpersonnelprovidesassistanceforthedispatchingofconsignmentsforthelastmile(innercity).Goodsareunloadedfromincomingvehicles,andcanbeloadedontotrolleys,carts, electric vehicles and bicycles for the final distributionleg.Thisapproachcanalsobeusedtoprovideadditionalservices(suchashomedelivery,short-termstorageetc.).

ELPinBordeaux

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Bild:Schilder(z.B.40)

Urbanconsolidationcentres

An Urban Consolidation Centre (UCC) is defined as:“alogisticsfacilitythatissituatedrelativelyclosetotheareathatitserves(bethatacitycentre,anentire town or a specific site) from which consolidated deliveriesarecarriedoutwithinthatarea.”(UCCsareaddressedindetailinPartIIIofthisguide.)

Vehicleweightandsizeregulations

Regulationsarefrequentlyputinplacebyurbanauthoritiesforsafetyandenvironmentalreasonstopreventvehiclesaboveacertainweight,size(lengthorwidth),ornumberofaxlesfromusingeitheraparticularroadoraparticulararea(i.e.severalcon-nectedroads).Reasonsforintroducingthistypeofregulationinclude:

AnarrowroadAweakbridgeAlowbridgeOverhangingbuildingsToimprovetheamenitiesoflocalresidents

Regulationsoftenexemptvehiclesthatneedtoac-cesstheroadorareatomakeadelivery.Weight,size and time regulations often conflict with those of othermunicipalities.Acarefulconsiderationshouldbegiventoharmonisation.

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Weightandtimeregulations

UCCinGermany-DeutschePostAG

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Bild:Schilder(z.B.4�)

Timeregulations

Timeregulationscanbeimposedongoodsvehiclesinaparticularroadorurbanareaintwoways:

Timeregulationsonvehicleaccess

Timeregulationsonvehicleloading

Accesstimeregulations

Accesstimeregulationsforurbangoodstransportarethemostimportantandmostcommonlyusedinstrument used by urban planners to influence urban goodstransport.Accesstimeregulationscanbeusedtopreventvehiclesfromenteringaroadorareaatparticulartimesofday.Theycanbeimposedonallroadvehiclesorjustongoodsvehicles(theycanalsobeimposedonlyongoodsvehiclesofacertainsizeorweight).Theseregulationsareusuallyimposedonroads or areas that are very sensitive to road traffic. Examplesinclude:

Pedestrianisedshoppingareas–oftenallvehi-clesarebannedduringthemainshoppinghours

Residentialstreets–goodsvehiclesaboveacertainweightorsizearesometimesbannedfromaroadorurbanareaatnighttopreventdisturbance,orduringthedayneartoaschooltopreventaccidents

Entireurbanareas–weekendbansareimposedongoodsvehiclesinsomeEuropeantownsandcities.NightbanshavebeenimposedonhalfofFrenchcitieswithmorethan100,000inhabitants.

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Loadingtimeregulations

Loadingandunloadingtimeregulationsmaybeappliedtothekerbside.Theserestrictthetimesatwhichvehiclescanstopatthekerbsideforloadingandunloadingactivities.Theserestrictionsmustbalancetheneedstousethespaceforloadingandunloadingandotheractivitiessuchasparking.

Goodkerbsidemanagementcanenablebetteruseofrestrictedspaceandlimitcongestioninthearea.

Detailsoftheregulationsareusuallydisplayedonwellsitedtrafficsigns.

Theregulationsshouldbeconsistentandmeettherequirementsoflocalbusinesses.

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Imposingandenforcingaccessandloadingregulations

Itisimportantthatthereisclearsignageinformingdriversoftheregulationsapplyinginanyarea.Cam-eraenforcementcanalsobeusedinordertodeterdriversfrombreakingthelawandforidentifyinganythatdo.

Physicalbarriersmayalsobeused.Theseinclude:- Retractablebollards(maybecomputercon- trolledtoallowaccesstopermittedvehicles).

- Widthrestrictions(suitablealternativearrange- mentsmayneedtobemadeforaccessby emergencyvehiclesorotherpermittedusers).

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Whilsttheenforcementofregulationsbystaffmaybeexpensiveitscostmaybeoffsetbytherevenuegeneratedfromfinesimposedonthosebreakingthem(ittakes50agentsinBarcelonatoenforce5,000loadingbaysinthecity).

Urbanplannersshouldcarryoutfeasibilityworktoensurethattheadvantagesofimplementingtheaccessorloadingregulationsoutweighthedisadvantages(takingintoaccounttheeconomy,society,andtheenvironment).

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Retractablebollards Accesscontrol

21

Environmentalzones/emissionstandardsregulations

A“LowEmissionZone”(LEZ)or“EnvironmentalZone”isanareathatcanonlybeenteredbyvehiclesmeetingcertainemissionscriteria.Theymaybebasedon:

Ageographicalarea

Atimeperiod

Vehicleemissionsstandards

Vehicletypes

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ExamplesofLowEmissionZonesinEuropeancities

1. LEZshavealreadybeensuccessfullyimplement- edandrunforseveralyearsinseveralSwedish citiesincludingStockholm,Gothenburg,Malmo, andLund.TheseLEZs:

Wereintroducedtoimproveairqualityandreducenoise

CancapitaliseonEUvehiclelegislationforroadvehicleswhichsetsprogressivelytighteremissionlimits

Targetalldieselvehiclesover�.5tonnesgrossweight

2. AnLEZalsoexistsinRome.LEZsarealso plannedinLondon,Madrid,Paris,Copenhagen, MilanandurbanareasinNorway.

�. Accessregulationsbasedonairornoiseemis- sionstandardscanbeimposedwithoutdefininga specificLEZarea.

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LKW-Spur(z.B.�7)

Nightdeliveries

Inner-citynightdeliveryisthedeliverytoretailersandshopsintheinnercityareaduringthenighthourswhenthecityusuallyisquietandinactive.Typicaltimesarebetween22:00and0�:00.InseveralcitiessuchasBarcelonaorDublin,successfulexperienceswithtrialsonnightdeliveryaremadereplacinga(higher)numberofvehiclesoperatingduringdaytimebya(fewer)numberofvehiclesoperatingduringnighttime.

InmostEuropeancitiestherearenighttimeregula-tionswithsomenotableexceptionssuchasParis.Twotypesofnight-timeregulationsmaybeintro-duced:

Timeregulationsondeliveriesandcollectionstoandfromaparticularbuilding(e.g.aretailoutlet,officeorfactory)

Regulationsongoodsvehiclemovementinapartorthewholeofanurbanarea

Theremaybeanumberofconsequencesforfreighttransportcompaniesduetonotallowingnighttimeactivities:

Morevehiclesmayberequiredtomakedeliveriesinashorterdeliverywindow

Deliveriesmayhavetobemadeinperiodsofgreatercongestion(reducingvehicle&driverpro-ductivityandincreasingfuelconsumption)

Journeytimesmaybeslowerandlessreliable

Thesupplychainmaybelessefficient

Totalsupplychaincostsmaybeincreased

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Pointstoconsiderinrelationtonighttimedeliveryregulations:

Restrictivenight-timeregulationscanresultinanincreaseintotalcostswithinthesupplychain.Bybeingallowedtomakenight-timedeliveries,somecompaniescanimprovetheefficiencyoftheiroperationsandimprovesales.

Nighttimedeliveryregulationsshouldmainlyfocusonnoiseissues.

Welldefinednoisestandardsfornighttimeop-erationscouldbringsignificantbenefitstolocalresidentsincreasingtheacceptanceofnighttimetransportoperations.

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2�

Example:ThePIEKprogrammeintheNetherlands.

Deliveriestoshopsareoftenmadeintheevening,earlymorningorduringthenight.ManypeopleinDutchtownsandcitiesliveclosetooraboveshops.Thishasresultedinmorepeoplebeingsubjecttonoisedisturbancefromdeliveryactivity.Alawwassetuptoaddressnoisenuisanceandstatesthatthenoiseemissiongeneratedwhenloadingandunload-inggoodsmustcomplywithstrictnoiseemissionstandards.Researchhasrevealedthatmanyloadingandunloadingactivitiesexceedthenoisestandardsof�0and�5dB(A)proposedduringtheeveningandnight.

TheDutchgovernmentcollaboratedinthePIEKpro-grammetohelpprovidethemarkettodeveloptech-niquesandequipmenttomeetthenoisestandardsintheorder.ThePIEKprogrammeconsistsoftenmainprojects:(i)transferofknowledgetorelevantcompa-nies,(ii)encouraging‚quiet‘behaviour,(iii)optimumloading/unloadinglocations,(iv)quietdistributionve-hiclesupto7.5tonnes,(v)quietdistributionvehiclesexceeding7.5tonnes,(vi)quiettransport-refrigerationinstallations,(vii)quieton-boardforklifts,(viii)noisereductionofrollingcontainers,pallettrucks,andhandpallettrucks,(ix)noisereductiontoshoppingtrolleys,and(x)electricpropulsionoracombinationofelectricpropulsionwithdieselorgaspropulsion.

Lorrylanes

1.Roadlanesdesignatedforlorryusecouldhelpto reducedelayandimprovejourneytimereliability. Thefollowingoptionsexist:

Dedicatedlorrylane-laneonlyforgoodsvehicles

Busandlorrylane(alsocalled“no-car”lanes)

Highoccupancyvehiclelane–laneforbuses,goodsvehiclesandcarswithaspecifiednumberofoccupants

Buslanes–whichmaybeusedbygoodsvehi-clesforunloadinginspecificlocationsbutnotfortravel(e.g.the“Lincoln”deliverybaysimplement-edinbuslanesinParis)

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2.Issuestoconsiderinthinkingabouttheuseof lorrylanesinclude:

Dedicatedlorrylanesareoftenusedonhills(knownasCrawlerlanes)andtodirectlorriestoindustrialareasavoidingsensitiveareas.

“No-car”lanescanprovideaviablealternativetoabusonlylaneinsituationswherebususageisinsufficienttojustifyanexclusivebuslane.

Lanesavailabletoallgoodsvehiclesareeasiertoenforce,comparedwiththoseavailabletoselectedtypesorsizesofvehicles,butmayresultintoomanyvehiclesusingthelanetoimprovejourneytimesandreliability.

Indesigninglanesthatpermitamixofvehiclestousethem,urbanplannersneedtoestablishhowwellthesevehicleswillinteractwitheachotheronthesectionofproposedroad.

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Roadpricingsystems

Severalexamplesofurbanroadpricingschemesex-istinEuropeancities.Thebestknownexamplesareinfrastructurechargingschemesforsingletunnelsorbridges,e.g.theÖresundbridgeortheWarnowTun-nel in Rostock. One of the first successful examples ofurbanpricingisfromthecityofTrondheim.AverysuccessfulrecentexampleistheLondoncongestionchargingscheme.Threemainobjectivesareoftenfollowedinurbanpricingschemes:

1. Tocoverconstructionandmaintenancecostsof urbaninfrastructure2. To influence the transport demand for inner city transportprocesses�. Tochargeexternalcostsfromtransportpro- cesses

Exampleofurbanroadpricing:TollsinNorwegiancities

TollsystemswereintroducedinTrondheimin198�andOsloandBergenin198�.

Thetollswereintendedtoprovidefundingforroadimprovementratherthanmanagetrafficlevels.

Theschemesareoperatedbyprivatecompaniespartiallyownedbythecitycouncils.

Thetollforvehiclesunder�.5tonnesis1.5-2euroand�.5-4euroforvehiclesover�.5tonnes.

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Exampleofurbanroadpricing:CongestionchargingschemeinLondon

AcongestionchargingschemewasintroducedincentralLondoninFebruary200�.Itisoper-atedonbehalfoftheurbanauthoritybyaprivatecompany.

Thepriorityofthisschemeistoreducetraf-ficcongestionandtherelatedenvironmentalimpacts.AnysurplusrevenuesgeneratedareinvestedintransportinLondon.

Driversenteringthechargingzonewereinitiallycharged£5(approx.7.50Euro)adaytodrivewithinthezonebetween07.00and18.00onMondaystoFridays.Thiswasincreasedto£8(approx.12Euro)in2005.Goodsvehiclespaythesamedailychargeasothervehicles.

Exemptionsandspecialtariffsareavailableforlicensedtaxis,vehiclescarryingdisabledper-sons,emergencyservicevehicles,motorbikes,andalternatively-fuelledandelectrically-poweredvehiclesthatattainstrictemissionstandards.

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Thechargecanbepaidforoneday,oneweek,onemonthoroneyearbytelephone,post,inter-netoratretailoutlets.

Driversarenotrequiredtodisplayalicence–buttheirvehicle’sregistrationnumberisenteredonadatabase.

Numberplatesofvehiclesenteringorcirculat-ingwithinthechargingzoneareobservedbyanetworkof700fixedandmobilecameras.Thesenumbersarethencheckedagainstthedatabase.

Ifthekeeperofavehicleobservedinthezonebutnotshownonthedatabasehasnotpaidthechargebythenextdaytheyreceiveapenaltychargeof£50-£150(approx.75-225Euro).

Sincetheschemewasintroducedtrafficvolumeenteringthezonehasfallenby18%,delaysareestimatedtohavereducedby�0%,andtherehasbeenabroadlyneutralimpactonoverallbusinessperformanceinthezone.

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Congestionchargingsignonroadsurface

2�

ITSforurbangoodstransport

TherearevarioussupportingtechnologiesforITS,includingvehicletelematics(on-boardunits),globalpositioningsystems(GPS),smartcards,andvideomessaging signs that can be linked to traffic manage-mentsystemsand/ortofreighttransportmanage-mentsystems.Thedemandforsuchsystemshasbeengrowinginrecentyears.Thesesystemsareusedtoimproverouteandtripplanningaswellasservicesprovidedtocustomers(e.g.reliableestimat-edtimeofarrival).Manyofthesesystemshavebeeninitiatedandoperatedbyurbanauthoritiesaspartofthe traffic management systems used to improve the traffic situation within the urban area (e.g. by traffic regulationsoraccesscontrol).Privately-operatedfreighttransportmanagementsystemsaremainlyappliedtooptimiselogisticsanddistributionpro-cesses,hencecontributingtoacostoptimisationofthesupplychain.

ITScanbedividedinto:

Freighttransportmanagementsystems(e.g.fleetmanagementsystemsandtracking&tracingsystems)

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Trafficmanagementsystems(e.g.accesscontrolsystems,trafficmanagementandinformationsystems)

Freighttransportmanagementsystems

ComputerisedVehicleRoutingandScheduling:Efficientplanningbyvehicleoperatorstoplanvehicleloadsandjourneys

Navigationsystemsandtrafficcontrol:Usedtoprovidespecificrouteingguidanceandreal-timeinformationaboutvehiclelocation,trafficincidentsandchangesincustomersrequirements

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TourplanningwithPTVIntertour

Traffic management center, Berlin

Technologyinurbanfreight

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In-CabCommunicationsystems:Theseallowthedrivertocommunicatewiththeircompanyplannersandalsowithcustomerbyvoiceorcomputer.

Slotbookingsystems:Usedtoco-ordinateandplangoodsvehiclearriv-alsatmajorsitesgeneratinglargeflows.

TheuseofITSandtelematicssystemscanhelpcompaniestoreducetheiroperatingcosts,improvejourney reliability and time, and deal efficiently with unexpectedincidents.Althoughtheuseofsuchsys-temsisrelativelylimitedamonglogisticscompaniesatpresent,itisgrowing.

Traffic management systems

1. Urban traffic management and control(UTMC)systems:

UTMC systems help to improve traffic flow, to reduce journeytimesanddelays,andtoimproveroadsafety.In Germany there are several examples of traffic managementcentresthatareworkingonafullyoperational and commercial basis. Data on the traffic situationarecollectedandprocessed.Examplesofurban traffic management centres include Berlin, LondonandParis.InparticularUTMCcaninvolvetheuseofarangeoftechnologyapproachesincluding:

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UrbanTrafficControl(UTC)systemstoco-ordi-natetrafficsignaltimings

Variablemessagesigns(VMS)tocommunicateinformationtodriversviaroadsidesigns

Carparkoccupancysensors

Journey-timemeasurementsystemsviaauto-maticnumber-platerecognitiontechnology

2.Theprovisionofmappingorrouteguidance:

Canencouragegoodsvehicledriverstousethemostsuitableroutes.

Informationprovidedcaninclude:-Preferredroutes

-Vehicleheightandweightrestrictions -Accessandloadingregulations -Locationsofgoodsvehicleparks

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Mobiletrucknavigation

PTVValidate,Germany

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Environmentally-friendlyvehicles

�.Automatedvehicleaccesscontrols:

Canactivaterisingbarriersorbollards

AccesscanbemanagedusingCCTV,smartcardsorwirelesscommunications

Wherebarriersareconsideredvisuallyintrusive,automaticenforcementsystemssuchasnumberplaterecognitioncanbeemployedtoensurecompliance

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MostEuropeancitiesareconfrontedwithproblemsof air- and noise-pollution caused by road traffic. Airpollutionislinkedtoarangeofhealthproblemsincludingprematuremortality,aggravationofrespira-toryandcardiovasculardisease,asthma,bronchitis,anddecreasedlungfunction.Manystudiesalsolinkexhaustgasestoincreasedincidenceoflungcancer.Noiseisalsobecomingamajorprobleminurbanareas.

Theintroductionofenvironmentally-friendlyvehicles(EFV)intourbantransportismostcommoninWest-ernEuropeancountriesatpresent.Publicauthoritieshave made resources and financial support avail-abletoencourageinnovativefreighttransportandlogisticsconceptsincludingEFVandnewvehicletechnologiesinurbanareas,byamixofincentivesandregulations.

Environmentally-friendlylorry

Vehicleaccesscontrol

29

Bild:Iveco-TruckmitEuro-4sichtbaranFront

(Iveco-Disk)

MaintypesofEFVinclude:

1.Alternativefuels

IncludingLPG,CNG,Bio-FuelsandHydrogen-based-technology

Technologiesandfuelsalreadyexistbutsignifi-cantmarketpenetrationhasyettobeachieved

2.Dieselandpetrol

Euroengineemissionsstandardsforgoodsvehi-clesarehelpingtosignificantlyreduceemissions

Particulatetrapscanbefittedtovehiclestocap-tureparticulatesbeforetheyentertheatmosphere

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�.Electricandhybridvehicles

Electricvehiclesareespeciallysuitabletoreducenoiseemissionsandproducenoexhaustemis-sions

ThepromotionandusageofEFVinurbanfreighttransporthasbeenencouragedbyseveralurbanauthoritiesandnationalgovernments.Manymunici-palandnationalactivitieshavestartedtoencouragetheuseofEFVinurbanfreighttransport.NationalprogrammeslikethePIEK-programmeortheFrench“NationalProgrammeonGoodsinCities”haveevidencedthatnationalprogrammesandsupportmeasurescanleadtosuccessfulresults.

ThefollowingtableshowsthetypesofEFVinitia-tivesthatexistorhavebeentrialledinurbanfreighttransport.

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EFV initiatives in urban freight

Informalpartnerships:urbanauthorities,trans-portoperatorsandurbanbusinesseshavecometogethertosetupsustainablesolutionsbasedonamoreenvironment-friendlyformofurbanfreighttransport

TaxreductionsandadvantagesfortheuseofEFVs,alternativefuels,andtheinstallationofmodern filter technology on diesel vehicles

FreighttransportoperatorsthathaveusedEFVsforurbandeliveries,oftenaspartofresearchprojectsco-fundedbypublicauthorities

Specialpermissiontoaccesspartsoftheurbanareasuchasshoppingandbusinessdistrictsforvehiclesthatmeetcertainemissionstandards

Roadpricingschemesthatprovidediscountsandexemptionsforgoodsvehiclesthatmeetcertainemissionsstandards

Fundingofinnovativeresearchprojectsandtri-als in the field of urban freight transport by using EFV

1.

2.

�.

4.

5.

�.

Examples

ThePIEKandDEMOprogrammesintheNeth-erlands,andnightdeliveriesusingsilentvehiclesandequipmentinBarcelona

LowerratesofvehicletaxforgoodsvehiclesthatmeettherequiredemissionscriteriainUK&FranceLowertaxratesforalternativefuelsforexampleintheUK,FranceandSwitzerland

HermesLogisticGroupinGermanyLaPetiteReineinFranceL’Oreal/Gefco/EDFexperimentwithelectricvehiclesMonoprix/GEODISexperimentwithCNGvehicles

Environmentalzone(LowEmissionZone)schemeinSwedenELCIDISprojectinLaRochelleUrbanConsolida-tioncentreinFrancewhichuseselectricvehiclesTheCopenhagentrialinDenmarkCUDEprojectinMalaga,Spain

TheLondonCongestionChargingSchemeintheUKTheHeavyVehicleFee(LSVA)inSwitzerland

ProgrammeNationalMarchandisesenVilleinFrance(experimentsofelectricandCNGdeliveryvehiclesinFrenchcities-withfinancialsupportfromADEME)“Greentruckexperiment”underfinancialsupportoftheADEME-projectandpromotionalsupportofthecityofParis

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Environmentally-friendlyvehicleinitiativesinurbanfreighttransport

�1

1. Therearecurrentlyseveralobstaclestowider useofEFVs.Themainfailurefactorsthathave beenassessedare:

HigheroperationalcostsofEFV

Lowcapacity/volumeofelectricvehicles

Aninsufficientfillingstation(loadingstation)infrastructure

ReliabilityproblemsanddefectsresultinginhighmaintenancerequirementsofEFV

2. MostEFVprojectsarecurrentlysupportedby public financial budgets.

�. Privateoperatorstendtoonlychangetheir fleets if:

Thereisaclearfinancialbenefitforthecompany

Thereisanadequatealternativefuelstationnetwork

Therearemarketingbenefitsforthecompany

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Thecompanyhasastrongcommitmenttoenvironmentalissues

Suitablevehiclesareavailable

4. Moreover,thesuccessforpromotingEFVoften dependsonframeworkconditionslike:

Emissionandenvironmentalregulationsandstandards

Incentivesliketaxreduction(fuelpricedevelop-ment)

Fillingstationnetworkavailability

Individualtransportstrategyanddeploymentofvehicles

AcombinationofincentivesandrestrictionsasusedbypublicauthoritiesinGermany,France,theNether-landsandotherEuropeancountrieshasshownthatdevelopmentsinEFVhavestarted.However,onlyiftheoperatingcostandreliabilityofEFVimprovescomparedwithtraditionalfueltechnologieswillalarge-scaleintroductionofEFVbeachieved.PublicfundingandsupportmeasurescanhelptofosterandpromoteEFV.

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Emission-freeenvironment

�2

Enforcementissues

“Enforcement”referstoactivitiesthatarecarriedoutby administrative bodies to ensure that traffic laws andregulationsareobservedbyroadusers.En-forcementactivitiescanonlytakeplaceonthebasisoflegalregulationsthatofferthepossibilitytotakeaccountofoffendersthroughpenaltiesandthelegalsystem.Typically,someurbanfreighttransportpolicymeasuresareadvisory,whileothersarestatutory.1. Advisorymeasuressuggestapossiblecourseof actiontodrivers,butthereisnoneedtoensure thatdriverscomply,sothereisnoneedforen- forcement.

2. Statutorymeasuresareintroducedwiththe intentionofensuringthatdriverscomply.

Many traffic regulations require enforcement to preventdriversignoringthem.Thisisespeciallytrueofvehicleaccessandloadingregulations,speedingregulations,andstatutorylorryroutes.However,en-forcement of traffic regulations can require significant resourcesandcanbeveryexpensive.

Inaddition,bodiesresponsibleforenforcementmaynotseeitastheirpriority.Traditionally,muchen-forcement has involved police officers patrolling the streets.Howeverthisischanging:

Insomecountries,powerfortheenforcementofcertaintrafficregulationshasbeenpassedtotheurbanauthoritiesthatcanearnsignificantrev-enuefortransportinvestmentfromthiswork.

Greateruseoftechnology(suchasroadsidecamerasanddatabases)isbeingmadetoenforcetrafficregulations.

Thefollowingtableshowsthepointsthatshouldbeconsideredaboutenforcementwhendevelopingfreighttransportmeasuresinanurbanarea.

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Policecontrol

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Pointstoconsideraboutenforcementwhendevelopingurbanfreighttransportmeasures

Itisveryimportanttoconsidertheissueofen- forcementatthestartasthiscanplayakeyrole indecidingthebestmeasuretoimplement.

Whenever possible, freight traffic schemes should bedesignedsoastominimisetheneedforen- forcement.

Freighttransportmeasuresthatdonotrequire activeenforcement(suchasadvisoryroutes, widthlimits,bollardsandotherbarriers)willbe muchcheaperthanthosethatdoneed enforcement.

Effective enforcement of traffic regulations can makeamajorcontributiontodrivercompliance butcanbeveryexpensive.

Technologicalsolutionsaremakingitpossibleto

1.

2.

�.

4.

5.

carryouteffectiveenforcementwithoutneedinga largestafftocarryoutpatrols.

Producing traffic regulations in conjunction with thefreighttransportindustrywillalsohelpto achievecompliance.

Bodiessuchasthepolicethatwillberesponsible forenforcementshouldalsobeincludedindis- cussions about urban freight traffic schemes at an earlystage.

Providing information about traffic regulations to goodsvehicledrivers,freightcompaniesandtheir customerscanhelptoimprovecompliancewith the traffic regulations.

Clearandaccurateroadsignsareneededfor drivers to understand the traffic regulations.

Compliance rates with urban freight traffic regula- tionsshouldbemonitored.

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7.

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10.

Urbantransport

�4

Variousexamplesofpublic-privatepartnerships(PPP)existinurbanfreighttransportinrecentyears.PPPsinurbanfreighttransporthavebeenusedforthe financing, building and operation of infrastructure projects,aswellasforthenegotiationandsettingofframeworkconditionsandagreementsbetweenthepublicandprivatesectors.Anexampleofsuchpartnershipsarethecitylogisticsschemesthatwereheavilypromotedbythepublicsectorinsomecoun-triesintheearly1990s.

However,mostofthesecitylogisticsschemeshavesincefailed.Themainreasonsforthese“failures”were that the profitability of such approaches were overestimatedandthecriticalmassonconsignmentstobebundledforcitydistributionwasneverreached.Hence,mostprojectsvanishedortheactivitiesweretakenoverbyoneprivateoperator.Thelessonlearnedfromthesecitylogisticsexperienceswas

that PPPs which do not provide sufficient commercial benefits are not sustainable over time. More recent effortstoestablishworkingrelationshipsbetweenthepublicandprivatesectortoaddressurbanfreightissueshaveprovedmoresuccessful–theexampleofFreightQualityPartnershipsintheUKisprovidedbelow.

Obviously,theinitiationandmaintenanceofaPPPisacomplextask.However,bringingbothsidestogether can result in mutual benefits, large synergy effects and efficiency gains especially for tasks which arenotcoredutiesofthepublicsector.

Jointworkingbetweenpublicandprivatesectors

�5

Withinaco-operativepartnershipthegovernment(localandnational)isexpectedtoplayaresponsibleroleformanyreasonsincluding:

Copingwithnegativeexternalities(e.g.roadcon-gestionandairpollution)

Co-ordinationwithotherpublicpurposessuchascityplanning,regionaleconomicdevelopmentandenvironmentalmanagement

Cross-borderadministration

Presently,nationalgovernmentsandurbanauthor-itiesdonothaveagoodtrackrecordininvolvingurbanfreighttransportactorsindecision-making.Participationinpolicy-makinghasbeenoftenkepttoalimitedconsultationexercise.

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ExamplefromtheUK

AnexampleonamoreinclusiveapproachtoPPPhasbeendevelopedintheUK.Thishasincluded:

Thepublicationofdocumentsthatoutlinethegovernment‘sdeterminationtorecogniseproblemscausedbyandfacedbyurbanfreighttransport.

UrbanauthoritiesbeingencouragedbythenationalgovernmenttofocusgreaterattentiononfreighttransportandtoincludeconsiderationofurbandistributionandsustainabilityinLocalTransportPlans(LTPs)andtoestablishFreightQualityPartnerships(FQPs)

FreightQualityPartnerships(FQPs)

FQPsareameansforurbanauthorities,busi-nesses,freightoperators,environmentalgroups,thelocalcommunityandotherinterestedstakeholderstoworktogethertoaddressspecificfreighttransportproblems.

FQPsprovideaforumtoachievebestpracticesinenvironmentallysensitive,economic,safeandefficientfreighttransport.

FQPpartnersexchangeinformation,experiencesandinitiateprojectsregardingurbanfreighttransport.

FQPshavebeenformedbymanylocalauthor-itiesintheUK.

InadditiontoFQPsintheUK,the“ParisDistributionPartnership”wasrecentlyestablished.

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Action points for urban planners before setting up an FQP

Throughconsultation,developadistributionstrategy

ConsiderhowanFQPcouldhelpyoudeliveryourdistributionstrategy

Promote the benefits of the FQP - internally tosecurethenecessarycommitmentandexternallytoattractpartners

Action points in setting up an FQP

Set initial objectives that are specific, measur-able,achievable,realisticandtimed

AppointaFreightChampionwhowilltakere-sponsiblyfortheFQPwithintheAuthority

Identifyandrecruitpartnersthathelpachieveyourobjectives

EstablishtheFQP’smanagementstructureincludingachairandsecretariat

Decidewhen,whereandhowoftenyoushouldmeet

Identifyfundingsourcesandseekthenecessaryendorsement

Trytopre-emptpotentialproblems

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4.

5.

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7.

ThefollowingtableshowsthesuggestedactionpointsforsettingupanFQPintheUK.

SuggestedactionpointsforsettingupaFreightQualityPartnershipintheUK

Action points in developing an FQP

Identifyproblemsandcollectthenecessaryinformationtoclarifytheirprecisenature

Assessthevarioussolutionsandreachconsen-susonwhatshouldbedone

Drawupatimedactionplanfordeliveringthesolutions,identifyingwhoisresponsibleforeachtaskbywhen

Action points for maintaining momentum in an FQP

Considerhowyoucanmaintaininterestandkeepthemomentumgoing

UsepublicitytopromotethePartnershipanditsactivities

Constantlymonitorprogressoftheprocess,outputsandoutcomes

Source:UKDepartmentforTransport200�.

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2.

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�7

PARTII:Lastmilesolutions

Defining last mile solutions

Thesupplychain

Gettingthegoodstothecustomer

Technologyandtelematicsinlastmilelogistics

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4.

Guidanceonlastmilesolutions

Advantagesanddisadvantagesoflastmilesolutions

Urbantransportimpactoflastmilesolu-tions

Urbanplanningandregulationissuesas-sociatedwithlastmilesolutions

Successandfailurefactors

5.

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�8

��������������������������������������������������������������������������������������������

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Homeshoppingcallcenter

Defining last mile solutions

Homeshoppingviae-commerce

E-commerce(electronicallyfacilitatedremoteselling)andotherremotesalesarerisingrapidlyeachyearinmanyEuropeancountries.Mintelestimatethetotalhome shopping market in Europe was worth €67.2 billionin200�,(approximately�.�%oftotalretailsales).Thisestimateincludespurchasesofproductsfrome-commercecompanies(onlinesalesofshop-basedretailers,mailordercompanieswithonlinecataloguesandinternetretailers),thecataloguesofmailordercompanies,anddirectsellingcompanies.(Theestimatedoesnotincludethepurchaseofprod-uctsfromotherconsumers(C2Ce-commerce)orthepurchaseofgoodsinshopsthataredeliveredtotheconsumer’shome).Germany,theUKandFranceac-countforalmostthreequartersofallEuropeanhomeshopping sales (accounting for almost €50 billion of salesin200�).

Source:Mintel,2005

Europeanhomeshoppingsalesas%allretailsales,200�

�9

E-commerceisthefastestgrowingpartofthehomeshoppingmarketandisexpectedtogrowrapidlyinthecomingyears.E-commercesalesrepresentedapproximately25%oftheEuropeanhomeshoppingmarketbyvaluein200�.Thiswasmadeupofonlinesalesbyshop-basedretailers,mailordercompanieswithonlinecataloguesandinternetretailers.

E-commercesalesasaproportionofthehomeshoppingmarketvariedsubstantiallybetweenEuropeancountriesin200�.E-commercesalesrangedfrom4%ofthetotalhomeshoppingmar-ketinHungaryto42%inDenmark.

Thesizeoftheotherpartsofthehomeshoppingmarket(traditionalcataloguemailorderanddirectsellingmarkets)areeitherstaticorfallinginmostEuropeancountries.

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Limitedspaceincitycenters

Keyissuesinlastmilesolutions

1.FromasurveyintheUKin2005:

Fewerthan12%ofonlineretailersallowcustom-erstoselectadeliveryday

Only20%offerSaturdaydeliveries

95%ofonlineretailersdonotofferaguaranteeddelivery

2.ResearchintheUKhasshownthatover50per centofhomesareemptybetween09:00and 16:00 (reflecting increasing numbers of single personandtwoworkingpersonhouseholds). Standarddeliverytimesareusuallyfrom08:00 to17:00.

3. This results in a significant proportion of failed deliveries (often one in fifteen).

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4. Deliveriesattemptedwhentheconsumerisnotat homeresultin:

Theneedtocallagain

Higherthannecessaryoperatingcosts

Poorcompanyimageforboththesupplierofthegoodsandtheirdeliveryagent

5.Failuretodeliveratatimeagreedwiththe consumercouldthreatenrepeatpurchases.

�.Faileddeliveriesareinconvenientforcustomers. InarecentUKsurvey,�8%ofcustomerswho havestoppedusingremoteshopping,saidthat inconvenientorunknowndeliverytimeswerea factor.�9%ofthesecustomerssaidthiswas affectedbythemrarelybeingathome.

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Customer benefits

Greaterproductchoiceandpricecomparison

Abilitytoobtaingoodsnotsoldlocally

Usefulforbulkyandheavygoods

Usefulforpeoplewithmobilityproblemseitherduetolackoftransportordisability

Timesavings

Twenty-fourhourperdayorderingservices

Attractivetopeoplewhodislikeshopping

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Retailerbenefits

Sellingwithoutgeographicallimitations

Costsavingsbyreplacing“brick-and-mortar”storeswithawebsiteorcatalogue

Overallcostsavingduetoasimplersupplychain

Real-timepricing(beforedeliveryismade)

Bettermarketingpossibilities

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Benefits of home shopping for customers and retailers

41

Defining last mile solutions

“Lastmilesolutions”(alsooftenreferredto“homedeliveries”) are the logistics element of the fulfilment processwithinconsumere-commercetransactions(bothbusiness-to-consumerandconsumer-to-con-sumer-B2CandC2C),otherremotepurchasesfrommailorder,directsellingandtelevisionshoppingcom-panies,anddeliveriesfromretailoutlets.

1.Deliveriesmaybemadeto:

Thecustomer’shomeThecustomer’splaceofemploymentReception/deliveryboxesCollectionpointsLockerbanks

2.Mostdeliveriesareof:

Parcelsandsmallpackages(e.g.books,CDs,clothingandfootwear,jewelleryetc)Largeitems(e.g.furniture,whitegoods,otherlargeelectricalappliances)Food

�.Whilstmostdeliveriesaremadebyoneperson,largeritemsmayrequiretwopersondeliverycrews.

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Comparedto“traditional”distributionchannelstherearetwofundamentalcharacteristicsof“lastmile”approaches:mostapproachescutoutthemiddle-manandinsteadrelyondirectbusinesscontactwithconsumers;but,moreimportantly,involvedevelopingasupplychainthatallowseachconsumertoorderapersonalizedproduct.Shorteningthesupplychainandprovidingvalueaddedservicestothecustomercanhaveasubstantialimpactonproductqualityandprice.

Newsellingchannelsandtheirassociatedlogisticssystems have significant implications on:

Orderpicking-traditionallycarriedoutbythecustomersinthestore,retailoutletisnowdonebytheretailer(resultsinaparadigmchangefromacollectionsystemtoadeliverysystem)

Newbusinessrelationships(logisticsisbecomingthemaininterfacebetweenretailerandcustomer)

Newdeliverystructures(theconsignmentsizedecreasesfrombulkshipmentstoindividualpack-ages)

Andhaveresultedinanincreaseinthefragmen-tationofordersanddeliveries

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Part of supply chain

Orderpicking/distributionchannel

Transportorganisation

Deliveryconsolidation

Arrangementsfordeliverytocustomer

Deliverypoint

Options

ViadedicatedpickingcentreViaretailoutlet

In-housewithownvehiclesExternalusingthirdpartylogisticsprovider(�PL)

Onlyonecompany’sgoodsdeliveredondeliveryvehicleSeveralcompanies’goodsdeliveredondeliveryvehicle

DayagreedinadvancewithcustomerDay&timeagreedinadvancewithcustomerNotime/dayagreementswithcustomer

AttendedhomedeliveryReception/deliveryboxesathomeLockerboxesCollectionpoints

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Thesupplychain

Thephysicaldistributionofgoodstotheconsumerisacriticalfactorinthesuccessofthelastmilebusi-nessmodel.

Therearedifferentlogisticsoptionsavailableindif-ferentpartsofthelastmilesupplychainasshowninthetablebelow:

4�

Commonsupplychainsinlastmileoperations

Thestartingpointforalllastmileprocessesisaretailwarehouse or a eShop fulfilment centre. There are varioussupplychainoptionsbywhichthegoodsreach the final customer.

FromtheeShopfulfilmentcentreeitherownvehiclesor�PLnetworkstructuresandvehiclesareused.Mostcommonisthatgoodsaretakentoaregionaldistributioncentrebeforethefinaldeliverylegiscarriedout.

AconsolidatedtrunktourcanstarteitherfromaneShopfulfilmentcentreorfromalocaldistributioncentre.Transhipmentoftentakesplacewithinthecityorclosetothecityborder.Mostcommonisatranshipmentfromlargertruckstovansforthefinaldeliveryleg.

SomeapproachesseparateeShopactivitiesandoperatingoflastmileinfrastructure.Orderedcon-signmentswillbecollectedfromdifferentretailersandeShopfulfilmentcentresinacollectinghub.Fromthereeitherthefinallegstocollectionpointsorafurthertoursplitviaaregionaldistributionhubtakesplace.

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Deliveriescanalsobemadeviaaretailoutletstorebeingdeliveredfromaretaildistributioncentre.Deliveriesaremadetothecustomereitherbyownvehiclesorwiththehelpof�PL.

Ifthedeliveryismadetoacollectionpointorlockerbank,theconsumermayhavetotraveltothislocationtocollecttheirgoods(althoughtheoperatorswillseektominimiseanyadditionaltravel).

Theconsumersometimescollectstheirgoodsfromtheretailoutletorthelocaldistributioncen-tre.However,itismorecommonthatthedeliveryismadefromtheselocationstotheconsumerusinggoodsvehicles.

Thedistribution/collectionofthegoodsisad-dressedinmoredetailinthenextsection.

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Manufacturer

eShop fulfilmentcentre

Retailerwarehouse

Regionaldistribution

centre

Localdistributioncentre

Retailoutlet

Collectionpoint/lockerbank

Home

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Gettingthegoodstothecustomer

Attendeddeliverysystems

Attendeddeliveryordoorstepdeliveries(i.e.wherethecustomerhastobeavailabletoacceptthedelivery)isstillthemostcommontypeofhomedelivery.

Fooddeliveriesusuallytakeplaceonapre-ar-rangeddayandwithinagiventime-window,astheproductmaydeteriorateovertime.

Insomecasescustomersmakeanexplicitpay-mentforthedelivery–inothercasesadeliverychargeisonlyappliedbelowanagreedvalueofgoods.

Deliveriesoflargeitems(suchasfurnitureandwhitegoods)areusuallyonanagreeddayandtime-windowbasis,astheyareexpensivedeliv-eriesusingtwomandeliverycrews.

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Unattendeddeliverysystems

Unattendeddeliveriesarebasedontheconceptthatthepresenceofcustomersshouldnotbenecessarywhenmakingadelivery.

Unattendeddeliverycaneithertakeplaceatthecustomer’shomeortoanotherlocationneartotheirhome,workplaceorsomewhereelsetheyvisitregularly.

Smallproductswhichfitthroughletterboxesorintomailboxes&thatdonotrequireproofofde-livery(POD)maybedeliveredwhetherornotthecustomerisathomeatthetimeofdelivery.

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Receptionboxes

Permanentlyfixedtoawalloutsidethecustom-er’shome

Accesstotheboxviaanelectroniccodeorkey

Customercanbealertedofthedeliverybymobilephoneoremail

Usedmostlyforparcels,butcanbeusedforfoodsiftheboxesaretemperaturecontrolled

Deliveryboxes

Apoolofboxesownedbytheretailerordeliverycompany

Filledwiththegoodsatthedistributiondepot

Atthecustomer’shome,theyaretemporarilyat-tachedtothehomeviaalockingdevicefixedonthewallinasecureplace

Emptyboxesorboxescontainingreturnedgoodsarethencollectedbythedeliverycompanyeitherasaseparatecollectionroundoraspartofthenextdelivery

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Theseproductstendtobedistributedtocustom-ersviaexistingnationalpostalnetworks,andcouriernetworks(bothnationalandinternational).

HoweverifPODisrequiredgoodsmaybeleftwithaneighbouroranotherdeliveryattemptismadeatalaterdate.

Recentlylogisticscompanieshavedesignedalternativedeliverysolutionstominimisetheproblemoffaileddeliveriesandthehighcostsoffailedattendedhomedeliveries.

Unattendeddeliverysystemsatthecustomer’shomeincludetheuseof:

- Receptionboxes - Deliveryboxes - Controlledaccesssystems

Unattendeddeliverysystemsawayfromthecus-tomer’shomeinclude:

- Collectionpoints - Lockerbanks

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4�

DHLPackstation,Germany

Controlledaccesssystems

Providethedeliverydriverwithameansofgain-ingaccesstoalockedareatoleavethegoodsin

Akeymaybesealedinsideaunit,whichismountedinalocationwheredeliverystaffcanaccessit

Thedriverentersanaccesscodeintothesealedunittoreleasethekeyandopenthenominateddeliverylocationtoleavethegoods

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Collectionpoints

Basedontheuseoflocationsotherthancustom-ers’homestowhichgoodsaredelivered

LocationscanincludethenearestPostOffice,aconveniencestoreorapetrolstation

Oftenhavelongopeninghours

Goodsaredeliveredbytheretailerortheircarriertothecollectionpoint

Thecustomerisinformedthattheirorderisreadyforcollection

Customersmayarrangewiththecollectionpointforthegoodstobedeliveredtotheirhome

Collectionpointsresultinfewerdeliverylocationsandimproveddropdensity

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Collectionpointexample:Kiala

Kialaprovidesacollectionpointserviceforlong-dis-tanceretailersore-commerceshopsfornon-foodproductsinBelgium,Luxembourg,theNetherlands,FranceandinfutureinUK.

Ithasestablishedanetworkofcollectionpoints(KialaPoints)atwhichcustomerscancollect,payforandreturntheirparcels.

Transportbetweentheretailerwarehouses,pick-pointsandKialaPointsareorganised.

Twomainnetworksareoperated:aconsumerori-entednetworkandaprofessionalnetworkfortimecriticaldeliveriesforexpresscouriers,travellingsalesstaff,andfieldengineers.

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Thecustomercanselectapreferredstoreforcollectingtheirdelivery.OncethedeliverytothestorehasbeenmadethecustomerisinformedviaSMSorCallCentrethattheirgoodsarereadyforcollection.

Theapplicationalsomanagesthedataflowsfromandtoend-customers,directsellingcompanies,collectiondeliverypointsandtransportationpart-ners.Stateofthearttechnologyreducescostsanincreasesefficiency.

Inadditionthesystemallowsthecustomerstotrack&tracetheirparcelontheKialaInternetsite

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Locker-banks

Locker-banksaregroupsofreceptionboxunits(lockers).

Locker-banksaresimilartocollectionpointsastheyarenotsitedateachcustomerspremises.

Sitedinapartmentblocks,workplaces,carparks,railwaystationsetc.

Customersarenotusuallyassignedtheirownlockertooptimizeusage(lockershaveelectroniclockswithavariableopeningcode,andcanbeusedfordifferentcustomersondifferentdays).

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Maybededicatedtoonedeliverycompanyorusedbymany.

Customersmaybenotifiedbymessageaboutwhentheirdeliveryhasarrived,theboxnumberandlocation,andthecodetoopenthebox.

Locker-banksrequirethecustomertomakethefinallegofthejourney.However,locker-banksarelocatedtomakethedeviationincustomers’journeysasshortaspossible.

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DHLPackstation

Locker-bankexample:Packstation

PackStationisasystemprovidedbyDeutschePostinGermany.

Offersconsumersandprofessionalsthepossibil-ityofaccesstotheirparcels7daysperweek,24hoursperday.

CustomersareissuedwithaPIN,anInternetpassword&acityplanCD-ROMshowingallthePackStationlocations.

Thesystemcanalsobeusedtomakereturnship-ments.

Acustomerisinformedofdeliverybye-mailand/orSMS.

Packagescanbeheldforuptoninecalendardays.

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Twotypesofmachinearecurrentlybeingused:-astaticsystem,similartoaleftluggagelockersinstations-machineswithoutlockersthatworkusingarotaryplatter

Canbeusedforpackagesuptoamaximumsizeof�0x�5x�5cm.

FirstintroducedinGermanyinDortmundandMainzin2001.

Bytheendof2005,DHLhadintroducedmorethan�00machinesin90cities,usedbyover�00,000registeredcustomers.

Nationalcoverageisplannedbytheendof2007.

Largecompanies(includingBASF,Microsoft,SiemensMedicalServicesandSAP)havelockerbanksontheirpremisestocopewithpersonalparcelsforemployeesthatwouldotherwisehavetobehandledbytheirmailrooms.

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Theattributesofattendedandthevariousunattendeddeliverysystemsarelistedinthefollowingtable.

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Who covers the last

mile?

Customer present?

Types of products

Failed deliveries

Delivery window

Times at which goods

can be collected

Retrieval time for

customer

Drop-off time

Initial investment

Delivery Costs

Possible operational

problems

Potential reduction in

goods vehicle activity

compared to attended

delivery

Attended

delivery

Delivery

company

Yes

Any

High

Fixeddelivery

hours

Not

appropriate

None

Long

Low

High

Highfailed

deliveries.

Pooruseof

vehicle

capacity

-

Reception box /

Delivery box

Delivery

company

No

Packages,

groceries

Virtuallynone

Deliverycompany

operatinghours

24hours

Veryshort

Short

High/Medium

Low

Largenumberof

boxesneeded/

Needtocollect

boxes

Some

reduction

Controlled

access system

Delivery

company

No

Packages,

groceries

Virtuallynone

Deliverycom-

panyoperating

hours

24hours

Veryshort

Short

Medium

Low

Customer

concernsabout

safety.Needfor

suitabledeliv-

erylocation

Somereduction

Locker-bank

Customer

No

Packages,

groceries

Virtuallynone

Deliverycom-

panyoperating

hours

24hours

Short-Long

Veryshort

Medium

Lowest

Customerhas

totravelto

collect

Greatest

reduction

Collection

point

Customer

No

Packages

Virtuallynone

CPopening

times

CPopening

times

Short-Long

Veryshort

Low-Medium

Lowest

Customerhas

totravelto

collect

Greatest

reduction

Acomparisonofattendedandunattendeddeliverysystems

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Technologyandtelematicsinlastmilelogistics

Informationandcommunicationtechnology,andtelematics solutions can have an important influence in making last mile processes more efficient. Devel-opments in the following areas may be beneficial.

Computerisedvehicleroutingandscheduling

Vehicleroutingandschedulingsystemscanresultinjourneytimesavingsof10to15%.

Customerscanreceivemoreprecisedeliverytimeestimates.

Theproportionoffirsttimedeliverysuccessshouldincrease.

Operationalcostscanbereduced.

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GPS-basedRoutenavigationsystems

Providesnewdriverswithdetailedroutinginstruc-tionstotravelbetweendeliveries.

Overcomeslackoflocalknowledge–increasingspeedofdeliveriesanddriverflexibility.

Real-time traffic information

Stillinitsinfancy.

Collectionanddisseminationofdatatohelpupdatetransportplanstomaximisevehicleutilisa-tionandfirsttimedeliverysuccess.

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Radio frequency identification (RFID)

Stillatanearlystage.

VehicleandtransitunitidentificationispossibleandisundertrialatsitesintheRuhrandtheNetherlands.

Transportprocessupdatescanbeaddedtobasicproductinformationandareanotherwaytogiverealtimesupplychaininformationforcustomersandoperators.

Earlyproblemsofreadersensitivity,standardisa-tionofinformationandapplicationcostsstillneedtobeovercome.

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Guidanceonlastmilesolutions

Citydeliveryinapedestrianzone

Advantagesanddisadvantagesoflastmilesolutions

Theexpectationofthevarioussupplychainpartiesinlastmileoperationsarequitechallengingandcanbe difficult to achieve. On one side customers expect lowerprices,moreconvenienceandalargerproductvariety,whileontheothersidesellerswanttoreducecostsandachievebetterplacementoftheirprod-ucts. The distribution of costs and benefits in the last milechainhasalargeimpactonthesuccessoftheoverallapproach.Thetableshowstheadvantagesanddisadvantagesofthedifferentlastmileoptionsintermsofdistributionchannels,transportoperations,deliverytocustomers,andtheuseofITforplanningdeliverywindowsforattendeddeliveries.

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Advantagesanddisadvantagesoflastmilesolutions-concerningdistributionchannel

Distribution channel

Picking centre(Warehouse / distribution centre)

Picking in retail outlet

Advantages

Increaseinreliabilityduetostocktransparency

Economiesofscale

Efficientmanagementoftheprocesses

Almostnofixedcosts(storestaffdoingthepicking)

Localknowledge

Moreflexibleinmanagement

Higherservicelevel(e.g.indeliverytimeortheprovisionofperishablegroceries)

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Disadvantages

Highinvestmentcostsininfrastructureandstaff

Largevolumesnecessarytoreachasatisfactoryuseofcapacity

Highercomplexityinmanagingshopandpickingatsametime

Slowerpickingspeeds

Riskofoutofstocksituations

Possiblenegativeeffectforconsumersvisitingtheshop

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Transport operation

Shipper operates own vehicles for deliveries

Shipper uses 3rd party operator for deliveries

Advantages

Completecontrolovertransportchain,e.g.temperaturesensitive

Possibilitytoprovidevalueaddedservices

Moreflexibledispatching

ImportantforreputationasdriverrepresentsthecompanyNofixedcosts

Betterplanninginavolatilemarket

Improvedutilisationofvehicles

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Disadvantages

Highercosts

Difficultiesachievinggoodvehicleutilisation

Ownfleetmanagementstructures

Lessflexibilityandcontrolforretailer

Lossofdirectcontactwithrecipient

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Advantagesanddisadvantagesoflastmilesolutions-concerningtransportoperation

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Delivery point

Attended homedelivery

Reception & delivery boxes/access control systems at customer’s home

Locker bank / convenience store

Advantages

Highlevelofcustomerservice

Directcontactwithcustomer

Fewerfaileddeliveries(benefitsforcustomeranddeliverer)

Morecontroloverplanning,routeingandschedulingofdeliveryrounds

Lowervehicleoperatingcoststhanattendeddelivery

Consolidationofconsignments

Pickupatanytimeafterthedelivery

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Disadvantages

Customerhastobeathome

Costsofredeliveryduetofaileddeliveries

Qualifieddriverswithlocalgeographicalskillsneeded

Canbehighervehicleoperatingcostsduetosmallervehiclesusedthaninunattendeddeliveries

Costofboxes/accesssystems

Canbedifficulttoco-ordinatewhenre-ceivinggoodsfromseveralcompanies

Deliveryboxesneedtobecollected

Limitedspaceavailabilityforboxes/units

Infrastructurecosts

Customersalsohavetotraveltoreceivegoods

Riskofnon-acceptancebythecustomers

Possiblelocalcartrafficgeneration

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Advantagesanddisadvantagesoflastmilesolutions-concerningdeliverypoints

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Information Flow

Use of phone/text/email to communi-cate with customer for attended home delivery

Use of text/email to communicate with customer for deliv-ery to locker bank/collection point

Advantages

Ensurethatcustomerisathome

Morereliableservice

Fewerfaileddeliveries

Highlevelofcustomerserviceandfeedback

Includingcustomerinsupplychainplanning

Customerlikelytocollectmorequicklyandfree-upspace

Morereliableservice

Encouragescustomertouseservice

Includingcustomerinsupplychainplanning

Directcustomercontactandfeed-back

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Disadvantages

Lessflexibilityinschedulingdeliverie

Greaterplanningeffort

Greaterplanningeffort

Obstacleforcustomersnotfamiliarwithnewertechnologies

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Advantages and disadvantages of last mile solutions - concerning information flow

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Urbantransportimpactoflastmilesolutions

Urban traffic flow

Lastmilesolutionscanresultinreductionsintotalvehicletripsandvehiclekilometres(takingbothgoodsvehicleandcustomertripsintoaccount).Forexample,inastudyoffoodshoppingintheUK,itwascalculatedthatif10-20%oftotalfoodshoppersweretousehomeshopping:

- Theswitchfromcarjourneystomultidrop vandeliveriescouldleadtoa7-1�%reduc- tioninthenumbersofvehicletrips.

- Therecouldbeasubstantialreductionin vehiclekilometresforgoodsflowstocus- tomersusingthehomeshoppingservices.

However,anyreductioninvehicleactivityisdependenton:

- Theefficiencyofthedistributionsystems.

- Whethercustomersmakeothernon- shoppingvehicletripsinstead.

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Timesavedbyshoppersusinghomedeliveryservicesmayfreeuptheirtimetomakemoreleisuretrips.

Homedeliverycanincreasegoodsvehicleactivityinresidentialstreetsandmayhaveanegativeenvironmentalimpacts

Manydifferentcompaniesmayservicethesamedeliverylocation/customerusingtheirownvehi-cles.

Heavyitems–deliveredonheaviervehicles,needing to get closer to the final delivery point mayexacerbatethisproblem.

Theuseoflockerbanksandcollectionplatformsmayalsoincreasethenumberofcarjourneysrequirediftheyarepoorlysitedrelativetotheconsumerlocations.

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Whilstfoodshoppingofteninvolvesadedicatedcarjourneyandthesemaybereducedbygreateruseofnewshoppingchannelsandhomedeliv-ery,manyothershoppingtripscombinevisitinganumberofstoresandotheractivitiessuchasdin-ingoutorvisitingfriends.Inthesecircumstancesthereductionincartripsresultingfromhomedeliveriesmaybereduced.

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Urbanplanningandregulationissuesassociatedwithlastmilesolutions

Urbanplanningissues

Remoteshoppingoperationsmayposeadilem-maforurbanplanners.

Theycouldhavesignificanteffectsonthefutureviabilityofmanyexistingretailsites.

Newpickingcentres,localdistributiondepots,collectionpointsandlockerbanksmaybeneededinorontheedgeofurbanareas.Asmulti-chan-nelretailinggrowsthenumberofbothwarehou-sesandshopsmayincrease.

CurrentplanningguidanceacrosstheEUcentresonthereductionincartravelandtheconcentra-tionofdevelopmentinexistingurbanareasbuttherearefewpoliciesforaddressingtheimpactofnewsellingchannelsandhomedeliveries.

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Legislation

Productlegislation,vehicleoperatinglegislationandlanduse/townplanninglegislationcanallimpactonlastmilesolutions.

Examplesofproductlegislationthatimpactsonlastmilesolutionsincludes:

- Foodhygieneandtemperaturecontrol regulations.

- Dangerousgoodsregulation.

Vehicleoperatinglegislationmayimpacton:

- Thetimeatwhichdeliveriescanbemade (bothintermsofvehicleaccesstothestreet andunloadingregulations).

- Thetimesatwhichcustomersarepermittedto visitcollectionpointstocollecttheirgoods.

- Thesizeand/orweightofvehiclesthatcanbe usedtomakehomedeliveries.

Urbanlanduseplanninglegislationcanbeusedtocontrol:

- Thenumberandlocationofhomedelivery fulfilment facilities, collection points and locker banks.

- Andthetimesatwhichhomedeliveryvehicles canoperate.

- Plannerscanalsodecidewhetherthereisa rolefortheurbanauthorityinthedevelopment andoperationofsuchfacilities,andwhether theywillbeoperatedbyoneormanycompanies.

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Dangerousgoodstransport

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Successfactorsforlastmilesolutionsinclude:

Manycompaniesthathaveasuccessfulonlinebusinesshavea“traditional”businessmodeltowhichtheyhaveaddedan“online”business.

Manynewe-commercecompaniesthatdevel-opedwitha“bigbang”completelyfailed.

WithineachEuropeancountryonlyafewdomi-nantmarketplayersexistwiththenecessaryskillsandexpertisetodeveloplastmilesolutions.

Structuralinvestmentmustbemadecarefullyinanareawheredemandpredictionisdifficult.

Theprovisionofafast,reliable,flexibleserviceatareasonablepriceiskeytothesuccessofanonline/remotetransaction.

Theuseofwidespreadparcelnetworkshasbeensuccessfulforsomeshippers.

Collectionpointsandlockerbanksaremostpromisingfornon-food,standard–sizedpack-ages.

Focusingoncustomerneedsinagivencountryisimportant.

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Successandfailurefactorsinlastmilesolutions

Failurefactorsinclude:

Inabilitytoachieveanacceptablereturnoninvestment.

Inaccuratedemandforecasting.

Insufficientlevelofgoodsthroughput.

Manyunattendeddeliverysolutionswerebeforetheirtimeortooexpensive.

Issues specific to small packages

Toimprovecustomerserviceand/orreduceoper-atingcosts:

- Introducingpre-arrangeddeliverytime wheredemandedbytheconsumer. - Increasetheuseofunattendedsolutions. - Criticallyreviewingthespeedofdelivery promisetoimprovevehicleutilisationand deliveryreliability.

Parceldeliverycompaniesshouldworktogethertoidentifyopportunitiestoimprovevehicleutilisa-tionandreducethetrafficandenvironmentalimpactoftheiroperations.

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Issues specific to food

Keyissuesinclude:

Attendedhomedeliverywillcontinuetodominateuntiltechnicaldevelopmentsallowgreateruseofunattendeddeliverysystemsforfoods.

Retailersneedtoconsiderhowtheycouldworktogethertousesharedorcommonfulfilmentanddeliveryoperationstoreducecosts.

Thechoicebetweenfulfilmentfromthesalesfloorordedicatedfulfilmentcentres.

Toofferlowcostservicesretailersmustseektoreducetheirpeakhourthroughputsthroughinnovativeservicepricing,sharedoperationsandtechnicallyacceptableunattendeddeliverysystems.

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Issues specific to large items

Keyissuesinclude:

Theintroductionofsharedfulfilmentandhomedeliveryoperation.

Theintroductionofshortermoreregulardeliverywindows.

Improvedrealtimecommunicationwiththecustomer.

Improvedvehicledesigntosuitdeliveriesinresidentialareas.

Highstandardsofdeliverycrewappearanceandtraining.

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59

Definitions of UCCs

Classification of UCCs

ImpactofUCCs

AdvantagesanddisadvantagesofUCCs

1.

2.

�.

4.

IssuesinplanningUCCs

ParticipationofinterestedpartiesLocationManagementstructuresProductshandledTheoperationsofUCCsFundingSuccesscriteria

�.GuidanceonUCCs

7.UCCchecklist

5.

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PARTIII:Urbanconsolidationcentres

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HammarbyLogisticCenter,Sweden

Many people are unaware of the potential benefits ofacarefullyresearchedandimplementedUrbanConsolidationCentre(UCC).RetailersandlogisticscompaniesoftenthinkthatUCCswillincreasetheircostsandreducetheircontroloftheirsupplychains.AlthoughmuchthinkingonUCCsfocusesonretailactivities,theyalsohaveapotentialroleinothersectors including construction, offices, hotels and restaurants.

Anurbanconsolidationcentreoffersfreighttrans-portcompaniestheopportunitytodelivergoodsdestinedforurbanareatoaspecialistcentreforfinaldeliveryratherthanhavingtomakethedeliv-erytothefinalcustomerinabusypartofthecity.

UCCshavethepotentialtoimprovedeliveryreliabilityandtoimprovetheutilizationofgoodsvehicles.

Inaddition,itispossibleforaspecialistfleetofenvironmentally-friendlygoodsvehicletobeusedforthefinaldeliveryfromtheurbanconsolidationcentretothecustomer.

Giventheenvironmentalcredentialsofsuchve-hiclesintermsofpollutantemissions,noiseandotherfactorsitcanbepossibletoallowthemtoaccessandmakedeliveriesintheurbanareaattimeswhendeliveryvehiclesareusuallyprohib-ited,includingduringthenight.

UCCscanbeusedtoassistinachievingeconom-ic,trafficandenvironmentalobjectives.RetailandotherproductssuchasconstructionmaterialscanbedeliveredviaaUCC.

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ExperienceswithpubliclyoperatedUCChavebeenmostlynegativefromacommercialperspec-tive.ManyUCCshavesubsequentlyclosedduetolowvolumesofthroughput,on-goingrequestsforfinancial support from urban or regional govern-ment,anddissatisfactionwithservicelevels.Since2000mostofthetrialsandoperationswereledbycommercialenterprises(suchasBAAatHeathrowAirport,LondonandShoppingCentreOperators)which recognised the benefits of controlling their logisticsoperations.SchemescurrentlyoperatingintheUKareoftenoperatedbyasingle,majorlogisticsoperator.

The financing arrangements of UCC vary:

Somearedependentonpublicfundingfromcentral,regionalorurbangovernment(e.g.LaRochelle,AmsterdamandMonaco).

SomehavereceivedfundingfromEUprojects(suchasLaRochelle,NurembergandBristol).

Othershavebeenpartiallyorfullyfundedbycen-treoperators,recipientsorlogisticscompaniesdeliveringtotheUCC.

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�1

Definitions of UCCs

1.ThephraseUrbanConsolidationCentres(UCCs)hashadmanydifferentmeanings.

2.Differentterminologyhasbeenusedovertimeandbetweencountries.

3. Definitions are often vague or ambiguous.

4.Descriptionsusedinclude:

PublicdistributiondepotCentralgoodssortingpointUrbantranshipmentcentreShared-userurbantranshipmentdepotFreightplatformsCo-operativedeliverysystemConsolidationcentre(sometimesspecific,e.g.retail,construction)UrbandistributioncentreCitylogistics(orcitylogistik)schemesLogisticscentrePick-up/drop-offlocationOff-sitelogisticssupportcentreFreightvillage

5.Itisoftendifficulttoidentifytheboundarybe-tweenUCCsandothersimilarschemes,suchas:

Expressparcelshubs Collectionpointsforhomedeliveries Intermodalterminals Retailerdistributioncentres

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�.Theconcepthasfocussedon:

Communal(shareduser)operationsBreakbulkTranshipmentfromlargertosmallervehicles

7.Today,aUCCisbestdescribedas:

“Alogisticsfacilitysituatedinrelativelycloseprox- imitytothegeographicareathatitserves(bethat a city centre, an entire town or a specific site such asashoppingcentre),towhichmanylogistics companiesdelivergoodsdestinedforthearea, fromwhichconsolidateddeliveriesarecarried outwithinthatarea,inwhicharangeofother value-addedlogisticsandretailservicescanbe provided.”

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�2

Classification of UCCs

Three distinct categories of UCC can be identified:

AreaUCCs-servingatown/city

ExamplesincludemanyGermancitylogisticsschemes,LaRochelleinFrance,Monaco,GenovaandBristol.

Thegeographicalareaservedmayvaryfromaspecificretailarea(e.g.BroadmeadinBristol),acitycentre(e.g.LaPetiteReineinParis)toanentiretownorcity(e.g.Monaco).

Thenumberofcompaniesoperatingtheschemecanvaryfromasinglecompany(e.g.LaRochelle,andMonaco)orbeseveralcompanies(e.g.Ger-mancitylogisticsschemes).

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UCCsonsinglesiteswithonelandlord

Usually:

Theyarebuilt,aspartof,ortoserve,asingleoperation.

Thelandlordcaninsistthattenantsusethem.

Thefinalunloadingpointsareusuallyoffstreetandapproachedbyasingledesignatedroute.

Theycanbeselffinancingfromrentsandhan-dlingcharges.

ExamplesincludeUCCsatairportsandshoppingcentres(e.g.HeathrowretailUCC,andMeadow-hallshoppingcentre).

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UCCexampleinBristol,UK

SpecialprojectUCCs

Usually:

Fornon-retailpurposes(e.g.constructionmaterialatHeathrowandStockholm)

Servingasinglesite

Overaspecificperiodoftime

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EachofthethreetypesofUCCcanofferconsolida-tionservicesorcanofferawiderrangeofvalue-addedservicesincluding:

Stockholdingfacilities

Ticketingandpricing

Goodsreturn

Wastecollectionservices

Communitycollectionanddeliverypoint

Homedeliveryoperation

ExamplesofeachofthethreetypesofUCCareprovidedintheboxes.

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�4

Example:Broadmead,Bristol,UK

Current status (2007):

Objective:

Start date:

Description:

Parties involved:

Voluntary/compulsory:

Users:

Outcomes:

Extendedtrial

Benefits of consolidation to suppliers / benefits to retailers (improved supply chain & potential added value services) / benefits for community (reduced congestion, improvedairquality&improvedwasterecycling).

2004

DeliveriesaremadefromtheconsolidationcentretoretailersintheBroadmeadretailing district in the centre of Bristol. Suitable customers for the trial identified as “mediumsize,non-perishablegoods,nothighvaluegoods”.UCClocatedclosetostrategicroadnetwork(M4&M�2);4�5m2ofspace;25minutesjourneytimetoBroadmead.Deliverymadebyone7.5tandone17tEuroIIIstandardenginevehi-cles.Value-addedservicesalsobeingoffered.

BristolCityCouncil,TheBroadmeadBoard,TheGalleriesShoppingCentre,Busi-nessWest(formerlyChamberofCommerce),ExelEUfundingthroughtheVivaldiproject(partofCIVITAS).

Voluntary

Currently51retailersintheBroadmeadretailingarearangingfrommajorhighstreetstorestosmallindependentswiththeclothingandfashionsectorsparticularlywellrepresented.

Thenumberofrollcageswhichpassedthroughthecentrerosefrom101inMay2004to401inDecember2004.�8%reductioninvehicletripsintoBristolcentreforretailersinscheme.ToOctober2005-42,772totalvehiclekm;5,29tofCO2emis-sions;0,8kgofNOxand11,0kgofPM10emissionshadbeensaved.

AreaUCCsservingtown/city

UCCinlaRochelle,France

�5

Example:LaPetiteReine,Paris,France

Current status (2007):

Objective:

Start date:

Description:

Parties involved:

Voluntary/compulsory:

Users:

Outcomes:

Trialinitially–nowpermanent.

The objective is to test an alternative to motorised vehicles for final delivery of goods andreducetheimpactsofurbanfreighttransport.

200�

Twotypesoftricycleswithelectricalassistancehavebeenusedduringtheexperi-menttoprovidedeliveryservices.Thetricycleshaveamaximumpayloadof100kg,maximumvolumeof450litres,andmaximumspeedof20km/h.ThefourcentralarrondissementswereinitiallyservedbyLaPetiteReineintheexperiment.Thishassincebeenextendedtothewholeofthecity.ThreetypesofdeliveryservicehavebeentestedbyLaPetitReine:

Adhocdeliveriesfrombusinessestocustomer’shomesDriverandtricyclededicatedtoabusinessfordeliveriestocustomers(dedicatedshop-basedservice)ConsolidationandfinaldeliveryofgoodsenteringParis(usingaconsolidationcentrelocatedinthecentreofParisofferedbytheMairiedeParisatlowrent).

ProductstargetedbylaPetiteReineduringtheexperimenthaveincluded:foodproducts, flowers, non-food products (including parcels) and equipment and parts. Inthe24monthssincetheexperimentstartedthenumberoftricycleshasincreasedfrom7to19.

TheCityofParishasbeensupportinglaPetiteReinecompanyintheexperimenta-tionofdeliveriesusingtricyclessinceMay200�.ThisexperimenthasbeenalsosupportedbytheADEME(FrenchAgencyofEnvironmentManagement)providingfinancial aid representing 50% of the feasibility study and evaluation reports, and 15%oftheinvestmentintricycles.

VoluntaryMajorparcelcarriers,transportoperators,retailersandotherParis-basedbusi-nesses.

Useofthedeliveryserviceshasbeenincreasingduringthetrial.79�tripsinmonth1to14.��1tripsinmonth24.Parcelfreighthasbecomethemostimportanttypeoffreightduringthecourseofthetrial.Ithasincreasedfrom51%ofallitemshandledatthebeginningoftheexperimentto97%after2years.15�248kmofdieselvanactivityhavebeenavoidedasaresultofthetrial.Thishassaved4�.�toe(tonnesoilequivalent)ofenergyconsumption,andhelpedtoavoid112tonnesofCO2,1.4�tonnesofCO,and280kgofNOx.

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Example:HeathrowAirportRetailUCC,London,UK

Current status (2007):

Objective:

Start date:

Description:

Parties involved:

Voluntary/compulsory:

Users:

Outcomes:

Operational

Toalleviatecongestionwithinairport/reductioninvehiclemovements/security/environmentalimprovement/reductioninhandlingcosts/improvedeliverytoretailunits/improvewastemanagement.

Commenced2000asatrial,5-yearcontractawarded2001–ongoing.

AretailoperationsupplyingallshopsatTerminals1,2,�&4.Alldeliveries(exceptnewspapersandhighvalue/highinsuranceitems)aremadetoaconsolidationcentreoutsidetheairportperimeterwhereinbounddeliveriesaresecuritychecked(scanned)andsortedbydeliveryaddressintosealedrollcagesandthendeliveredtoaregularschedule.Somelowvalueitemse.g.softdrinksaredeliveredonpallets.Theserviceincludes:deliveringtoindividualpremisesbyadedicated“deliveryteam”locatedwithineachterminalandthereturnofpackaging/wastetothedepot.2,�20m2warehouse(�25m2chilled),1500rollcages,�8operational&clericalstaff,�management.24hour/7dayoperation.�rear-steerurbanarticulatedvehiclesand�rigidvehicles.

ApartnershipbetweenBritishAirportsAuthorityandalogisticsprovider(Exel).

Initiallyvoluntary.Compulsoryforallretailersintheterminalssince2004.

Allretailerswithpremiseswithinthe4terminals.In11/01chilled&frozenfacilitiesaddedsoastocoveralltemperaturebandstherebyaddingcateringoutletstocustomerbase.

Resultsshowthatin2004thecentrereceived20,000vehicledeliveries;thisresultedin45,000storedeliveriesbeingmadefromthecentreon5,000vehicletrips.190outof240oftheretailoutletsareusingthecentre.Vehicletripreductionofapproxi-mately 70% is being achieved for those goods that flow through the centre. This was estimatedtoresultin87,000vehiclekilometressavedin200�,and144,000vehiclekilometressavedin2004.Vehicleemissionsreductionshavealsoincreasedasgoodsthroughputhasgrown,withCO2savingsof1,200kgperweekin200�and�,100kgperweekin2004.

UCCsonsinglesiteswithonelandlord

�7

Example:Hammarby,Sweden

Current status (2007):

Objective:

Start date:

Description:

Parties involved:

Voluntary/compulsory:

Users:

Outcomes:

Operational

MinimisingtheimpactofthelargestongoingurbandevelopmentinSwedenontheearlyresidents(8,000apartmentsbeingbuiltintotal).Tobeachievedlargelybyeliminatingunco-ordinateddeliveryvehicles“touring”thesiteinsearchoftheirdeliv-ery point. Deliveries to the building site are difficult due to the location.

Spring2001andtoremainuntilthebuildingprojectiscomplete(2010).

Deliveriesofconstructionmaterialsareroutedviatheconsolidationcentrewheretheyarelabelledandstoredonashort-termbasispriortodeliveryonaJITbasis.Idealmaximumstorageperiodis5days.Deliveriesmadeonaconsolidatedbasisin“workpacks”asrequestedbytheTradeContractors.Somebulkitemssuchasconcreteandsteelarenotroutedviatheconsolidationcentre,buttheirdeliveryisco-ordinatedviaaninternetbasedschedulingsystemtoavoiddeliveryclashes.TheUCCislocatedattheentranceoftheconstruction-site.Itconsistsof:

10peopleworkingattheUCC(officeandstorageareaof8,000m2)8goodsvehicles(EuroIVstandard)areusedfordeliverieswithintheconstruction-siteWebsiteandasupervisionsystem

TheUCCisrunbyasubcontractorwhoisresponsiblefortheoperationofthecen-tre, which includes fleet purchase and operation, employment of drivers and other staff, warehouse and office management, and web supervision system.

Allthecontractorsonthesite(10),Investors(inthedevelopment),CityofStockholm

Compulsoryexceptforexemptedmaterials.

Allcontractorsworkingonthesite

Estimatedthatforeveryonetruckdeliveringunderthissystemtherewouldhavebeen4-5withouttheuseofthecentre.700tonnesdeliveredperday/averageof1.5tonne per final delivery. Reductions in energy use and emissions will be calculated aspartoftheevaluationwork.

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SpecialprojectUCCs:constructionconsolidationcentre

�8

Impactontransportoperations

1. Substantial transport benefits can be achieved fromtheintroductionofUCCsdependingonthe natureoftheschemeandthelevelofuptake.

2.Thesemayinclude:

ReductionsinthenumberofvehicletripsReductionsinthenumberofvehiclekilometresBettervehicleanddriverutilisationforsuppli-ersdeliveringtoUCCsQuickervehicleturnaroundsPotentialreductioninnumberofdropsBetterloadingandunloadingfacilitiesTheabilitytoseparatetrunkmovementsfromlocaldeliveriesMakingtheuseofalternativemodesandvehicletypesmorefeasible(e.g.railfortrunkmovementandelectricpoweredvehicleswithintheurbanarea)

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ImpactofUCCs

Improvementsinthevolume/weightutilisationofvehiclesReducedunitcostsoftransportationforthefinaldeliverystageFewervehiclesrequiredwithintheareaservedbytheconsolidationcentreOpportunitiesforrevenueearningreturnloads

�.Therehavebeenrelativelyfewattemptsto quantifytheactualtransportimpacts.

4.Severalstudieshaveclaimedthatvehicletrips and/orvehiclekilometreshavebeenreducedby 30 to 80% for those flows using a UCC however lowlevelsofuptakehasresultedinverysmall reductionsinoveralltransportactivity.

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�9

Impactonothersupplychainactivities

UCCscanimpactonothersupplychainactivitiesasdiscussedbelow.

1.Stockholding

Subjecttocapacityandtheavailabilityof requiredstorageconditions

Generallydesignedtobeshortterm

Actsasbufferstockto: - improveproductavailability - improvecustomerservice

Couldfacilitateinventorymonitoringlinkedto in-storesystemsto: - increasethevisibilityofthesupplychain - improveproductavailability - improvesservicelevels - reducestocklosses

2.Productqualityandquantitychecking

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�.Pre-retailingofproduct

removalofpackaging

preparationofproductsforsalesfloor

pricing/labelling

4.Returnandrecyclingofproduct,wasteand packaging flows:

► asaresult,storageandreceptionspace atthedeliverylocationcanbefreedupfor moreproductiveorprofitableuse

► moreflexibleandreliabledeliveryoffewer consolidatedloads,mayresultin: - improvedproductorcomponent availability - improvedsaleslevels - improvedsiteproductivity

5.UCCsmayofferthepotentialtoimprovethemanagementofthesupplychaintoreducecostsandimproveservicelevels.

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70

Economic,socialandenvironmentalimpactsofUCCs

UCCscanhelpto:

Reducethenumberofunsuitablegoodsvehiclesandpossiblythetotalnumberofvehiclesoperat-ingintheurbanarea

Reducevehiclemovementsanddistancetrav-elledbyimprovingloadfactorsandreducingemptyrunning

Reducetheunitcostoftransport

Improvedriverutilisation

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Offertheopportunitytooperateenvironmentallysensitivevehiclesonthefinallegoftheurbansupplychain

Reducethenumberofdeliveriestocitycentresites.

Reducefuelconsumption,emissionsandnoisepollution.

Maketheareamorepedestrian-friendly

These potential benefits have to be weighed against potentialcostincreasesassociatedwiththeopera-tionoftheUCC.

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Lastmiletransportation

71

AdvantagesanddisadvantagesofUCCs

Advantages

UCCshavethefollowingpotentialadvantages:

Environmentalandsocialbenefitsfrommoreef-ficientandlessintrusivetransportoperations

Betterplanningandimplementationoflogisticsoperation

Theopportunitytointroducenewinformationsystems

Betterinventorycontrol,productavailabilityandcustomerservice

Facilitateaswitchfrompushtopulllogisticsthroughbettercontrolandvisibilityofthesupplychain

Potentialtolinkinwithwiderpolicyandregulatoryinitiatives

Theoreticalcostbenefitsfromcontractingout“lastmile”

Publicrelationsbenefitsforparticipants

Potentialtoallowbetteruseofresourcesatdeliv-erylocations

Specifictransportadvantages

Opportunityforcarryingoutvalue-addedactivi-ties

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Disadvantages

UCCshavethefollowingpotentialdisadvantages:

Potentiallyhighset-upcosts(especiallywithhighlandpricesinurbanareas)

Operationalcomplexityresultingfromthediffer-ingstorageandhandlingrequirementsofawiderangeofproducts

Apotentialcost(andtime)penaltyfromintroduc-inganadditionalpointintothesupplychain

Theintroductionofanadditionaldeliverypointmaynegatetransportsavingsforonwarddistribu-tion

Organisationalandcontractualproblems

Potentialtocreatemonopolisticsituations

Lossofthedirectinterfacebetweensuppliersandcustomers

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UCCatwork

72

IssuesinplanningUCCs

Participationofinterestedparties

1.TheestablishmentofeventhemostbasicUCCtrialrequirestheinvolvementofmanyparties:

RepresentativesoftheurbanauthorityPotentialUCCoperatorsTradeassociationsLogisticscompaniesPoliceauthoritiesOccupiersofpremisesinthearea

2.Itisessentialthatallinterestedpartiesarein-volvedinthediscussionandplanningprocesstogaincommitment.Location

ThelocationoftheUCCinrelationtoitstargetmar-ket will have important consequences for the traffic and environmental and commercial benefits.

1.UCCslocatedatadistancefromthedeliveryarea:

Reducetheneedfortrunking&deliveryvehiclestoenterthedeliveryareaatall

Maximisethedistancecoveredbytheenviron-mentallyfriendlyvehicleusedinthefinaldelivery

but

Thenumberofdeliveryvehiclesandthedistancetheytravelmayincrease

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2.UCCslocatedclosetothedeliveryarea:

Reducethedistanceoverwhichenvironmentally-friendlyvehiclestravel

ReducetheenvironmentalbenefitsoftheUCC.

WhereverpossibleUCCsshouldbelocatedclosetootherintermodaltransferpointsandotherprivateDistributioncentres.

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Padovafreightcenter,Italy

7�

Managementstructures

Avarietyofmanagementstructuresexist:

UCCschemesinmainlandEuropehaveaprefer-enceforlegallyconstitutedbodies.

UKschemestendtobeledbycommercialorgani-sationswithasingleclient.

Productshandled

UCCsarelikelytobebettersuitedtosometypesofgoodsandvehiclemovementsthanothers.

Theyareunlikelytobesuitedtoperishableandhighlytime-sensitiveproducts(suchasfreshfoodandnewspapers)andgoodswithspecificdistribu-tionandhandlingrequirements.

UCCsarebestsuitedtohandlingnon-perishablegoodsbutmustbedesignedtohandlethewiderangeofpackaginginvolved(e.g.hangingrailsfortextiles,boxes,rollcagesandpallets).

TheoperationoftheUCC

Mostschemesenvisagethedecantingofgoodfromlargertosmaller(moreenvironmentallyac-ceptable)vehiclesattheUCC.

HoweveritisnowrecognisedthatapplyingthisprincipletowellladenHGV’smaybecounterproductive.

Ifthetransportoperationistobeoptimisedthereturntripsfromthedeliveryareamustbeutilisedasmuchaspossible.

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Funding

Initialfundingfromnational,regionalorurbangovernmentwillberequiredfortheresearchandpilotstageofanyprojectwhichisnotrelatedtoanewpropertyorcommercialdevelopment.

IfenvironmentalimprovementaretheprimeobjectiveforoperatingaUCC,longtermsupportfromotherhypothecatedtransportfundswillprob-ablyberequired(e.gLaRochelle).

Althoughthereisnostrongevidencethatanytrulyself-financingschemesexist,thelongtermaimmustbeforthemtobeselffunding.

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74

Criteriaforsuccess

UCCsmostlikelytosucceedinthefollowingcircum-stances:

Significantexistingtransportproblemswithintheareatobeserved(e.g.poorvehicleaccess,significanttrafficcongestion,constrainedloading/unloadingfacilities).

Aninadequatetransportinfrastructuretocopewithincreasesinfreightflows.

Historictowncentresanddistrictsthataresuf-feringfromdeliverytrafficcongestionwherethereisacommoninterestinimprovingthestreetenvironment.

Areaswithahighincidenceofindependentsmalltraders/outletswhoarenotpartofaregional/nationalbusinesswithadedicatedandsophis-ticatedsupplychainandwhoarelookingforacompetitiveedge.

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Newandlargeretailorcommercialdevelopments(bothinandoutoftown)wherethereistheoppor-tunitytoconsolidateallthegoodsreceivingandrelatedactivitieswithinadedicatedpartofthecomplexfromtheoutsetandaspartofthetotaldesign.

Majorconstructionsiteswherethebuildingprogrammerequiresanorganisedanddisciplinedflowofmaterials.

A“spontaneous”bottomuppressureforsuchadevelopmentfromagroupofpotentialuserswhohaveinterestsandobjectivesincommon.

“Takeup”willbegreatestinsituationsinwhichlittleurbanfreightisalreadyconsolidatedattheintra-companylevelorbyparcelscarriers.

AvailabilityoffundingfortheUCCscheme.

AvailabilityofexistingbuildingsthatcanbeusedfortheUCCscheme.

Strongpublicandprivatesectorinvolvementtoencourage(orforce)theirusethroughtheregula-toryframework.

EffectiveenforcementofanytrafficregulationsassociatedwithgoodsvehiclesnotincludedintheUCCscheme.

ImposedUCCsolutionsonlyseemtobesuccess-fuliftheimposingorganisationisabletocontrolorstronglyinfluencealltheplayers.

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UCCrendez-vous

75

GuidanceonUCCs

Thereisclearlyaneedtoraiseawarenessamongsturbanauthorities,retailersandtransportoperatorstoenablethemtoaddtheUCCconcepttotheirsetofpossiblepolicymeasuresforcon-sideration.

Governmentsshouldissueguidancetourbanau-thoritiesthatconsiderationshouldbegiventotheestablishmentofUCCswhenmajordevelopmentproposalsarebeingconsideredandwhentowncentresarebeingrestructured.

ActivesupportofanawarenessbuildingprocessisimportanttothesuccessoftheUCCconcept.Thiscanbeachievedthrough:

- Developingappropriateinstruments(e.g.UCCplanningguidelinesortools)

- Trainingmeasuresforurbanfreightplanners

PublicfundingneedstobemadeavailabletopayfortheresearchworkandpilotstudiesforanyformofUCCthatisnotfundedthroughacom-mercialdevelopment.

WhenaUCCschemeisbeingconsideredthereisaneedfordetailedmeasurementofexistingtraf-ficandgoodsflowsintheprospectivelocation(s).

Thedetailedfeasibilityandmeasurementworkshouldbefollowedby:-AperiodofconsultationabouttheprecisenatureoftheUCCschemetobetested

-Anextendedpilotschememanagedandscrutinisedbyrepresentativesofalltheinterestedpartiesatbothlocalandnationallevel

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WhenaUCCissetupittakestimetosignupusersandestablishthescheme.Thisgradualbuildupwilladverselyimpactonthefinancialviability,trafficandenvironmentaladvantagesofthescheme.

UCC trials need sufficient funding to enable them todevelopfullyandtoallowformeaningfulevalu-ationofperformance.

UCCs are likely to need to be financially success-fulintheirownrightinthemedium/longtermandinmanycasespublicsubsidieswillnotbeaviablesolution.

Acasecouldbemadeforhypothecatedfundsfromothertransport-relatedsourcessuchascongestionchargingandroadpricingbeingusedtosupportUCCoperations.Thiswouldcertainlyneedtobethecaseifenvironmentalimprovementweretobetheprimeorsolereasonforestablish-ingaUCC.

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Limitedspaceforlorries

7�

OneofthekeyfinancialconsiderationsishowtoallocatethecostsandbenefitsresultingfromaUCCschemeintotalityandnotsolelythecostimpactinonepartofthesupplychainorasingleplayer.Thisisnotasimplematterandthealloca-tionofcostsandbenefitsneedstobethesubjectofamorecomprehensiveanddetailedstudyandideallyonebasedonafullymeasuredpilotproject.

StudiesandevaluationsofUCCsshouldtakeaccountofthefinancialcosts/benefitsalongthewholesupplychainbutalsothewiderissueofhowtohandletheenvironmentalcostsandbenefits.

StrengtheningtheevaluationmethodologyusedforUCCassessmentisimportantasithelpsbuildacaseforthesituationsinwhichUCCsaremostappropriate.MorerecentUCCsthathavebeencommerciallydriventendtoplacerestrictionsontheavailabilityofcertaininformationanddata.However,evenintheseUCCschemesmore

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wide-rangingevaluationshouldbepossiblethatdoesnotimpingeoncommercialconfidentiality.

ConsistentandthoroughevaluationofexistingandfutureUCCsshouldtakeplace.

Publicly-organisedUCCsdonothaveagoodtrackrecordintermsofimplementationandoperation.

ForUCCstobeattractivetocompaniesandtobesuccessfullyset-uptheyshouldbeledandoper-atedbyoneorseveralkeycommercialplayersthathaveidentifiedthepotentialbenefitsofbeinginvolved.

ProspectiveUCCoperatorsneedtobeabletodemonstratetheirabilityandwillingnesstoadoptstockreceipt,inspectionandcontrolproceduresandtotakeresponsibilityforthe“lastmile”ofadelivery.

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77

Question

IstheUCCintendedforretailproductsorotherproducts(e.g.construction)?

IstheUCCintendedtobepermanentortemporary?

WilltheUCCmakedeliveriestoasinglesitewithonelandlord(e.g.shoppingcentre)ormultiplesiteswithmanylandlords(e.g.shopsindifferentbuildings)?

HowmuchoftheurbanareawilltheUCCserve?

WilltheuseoftheUCCbevoluntaryorcompulsoryforcompaniesreceivinggoodsinthetargetdeliveryarea?

WhatserviceswilltheUCCoffer?

WhattypeofvehicleswillmakedeliveriesintothetargetareafromtheUCC?

Options

RetailOtherproducts

PermanentTemporary

SinglesitewithonelandlordMultiplesites

SinglesiteinurbanareaPartofurbanareaEntireurbanarea

VoluntaryCompulsory

DeliveryservicesCollectionservices:waste,packagingandreturnsPre-retailservices:unpacking,ticketing,etc.Stockholding

Vans,rigidsorarticulatedvehiclesNormalpetrol/dieselvehiclesorenvironmentallyfriendlyvehiclesOthermodessuchasbicycles

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UCCchecklist-PartI

UCCs can be used to assist in achieving economic, traffic and environmental objectives. The checklist below containsrelevantquestionstoaddressinconsideringthetypeofUCCrequiredinagivensituation.

78

Question

WilltheUCCbeconnectedtoothertransportmodesthanroad?

WilltheUCCbeoperatedbyoneorseverallogisticscompanies?

HowclosewilltheUCCbelocatedtothetargetdeliveryarea?

WilltheintroductionoftheUCCbeaccompaniedbyanyothertransportmeasuresinthetargetarea?

Is there sufficient interest and intent to use the UCC amongallrelevantstakeholders?

Hasafeasibilitystudybeencarriedout?

WilltheUCCinitiativebeledbytheprivatesector,thepublicsectororisitajointinitiative?

Inthecaseofapublicinitiative,istheurban,regionalornationalgovernmentreadytoparticipateinthefundingoftheUCCoperation?

Options

YesNo

OnelogisticscompanySeverallogisticscompanies

……..km

Newaccessand/orloadingtimeregulationsNewvehicleweightregulationsRoadpricingEnvironmentalzoneOther………………………

YesNo

YesNo

PublicsectorPrivatesectorJointinitiative

Yes,tohelpstarttheprojectYes,onapermanentbasisifnecessaryNo,theprojecthastobefinanciallyautonomousfromthestart

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UCCchecklist-PartII

79

80

MoreaboutBESTUFS

Network-thought

Exchangingexperiencesandknowledgewithcol-leaguesinsimilarpositionsinothercitiesisanassetwhenstartingyourowninnovativeprojects.Thistypeofinformationhasabetterqualityandoftenhasmoreinitiationpowercomparedtotherecommendationsofexternalconsultants.BESTUFSisfacilitatingtheestablishmentofpersonalconnectionsandthewid-ening of contact networks in the field of urban freight transportforallinterestedpersons-withoutimposinganycommitmentsorformalstructures.BESTUFSiscurrentlymaintainedbyECfunding,butitishopedthattheurbanfreighttransportnetworkkindofcom-munitywillcontinueaftertheprojectend.

BESTUFSencouragesthereadersoftheseGuidestoapproachBESTUFSnetworkpartnersortheBE-STUFS administration centre if they would like to find

a suitable contact in Europe for a specific innovation orquestion.

Urbanfreighttransportbestpractices,experiencesandrecommendationswerecollectedundertheumbrellaofBESTUFSandonlyacollaborativeap-proachofalargenetworkcouldleadtosuchawidecoverageoftopics,resultinaverygoodEuropeancoverageandensurethatallpointsofviewwereconsidered.

The BESTUFS network is non-profit oriented and althoughthecoreexpendituresarereimbursedbytheEC,acrucialadditionalshareofeffortswascontrib-utedbyamotivatedSteeringCommittee(comprisingacademics,consultantsandindustrypractitioners),byinterestedstakeholdersandbythirdparties.

Europeancitiesofallsizes

Experiencehasshownthatthemostactivecitiesimplementingfreighttransportinnovationstendtobethecountrycapitalsorthelargestmetropolis.Theseconurbationshavetheresourcestoaccesssupportforinnovativetransportsolutions,toparticipateincitynetworksandtoexchangeknowledgeandexperi-enceswitheachother.AnimportantobjectiveofBESTUFSandthisGuideistoreachalsosmallandmediumsizedcitiessincetheyarecomparativelyisolatedfromaEuropeanperspective.Itisnotunusualforlocalrepresentativestoexperi-enceforeignlanguageproblemswhichlimitstheiropportunitiestolearnfromotherEuropeancitiesexperiences.Thisguideisthereforetranslatedandprintedin17Europeanlanguagesandthuscomple-mentstherichmaterialinEnglishmadeavailablebyBESTUFS(www.bestufs.net).

81

1�-17May200027September2000

17-18January2001

10-11May2001

�0-�1August2001

08-09November2001

25-2�April2002

12-1�September2002

2�-24January200�28-29April200�18-19September200�1�-14October200�

1�-14January2005

21-22April200529-�0September2005

09-10March200�20-21September200�

22-2�March2007September2007March2008

Identification of thematic network priority themesCityAccess,ParkingRegulationsandAccess,AccessTimeRestrictionsandEnforcementSupportOptimisedCityDistributionVehiclesasdemandedbyTrans-portOperatorsandCitiesChangingurbanTransportduetoE-commerceandE-LogisticsRailbasedTransport:AdisappearingOpportunityoraChal-lengeforurbanAreas?CityAccessFeesandurbanPricing:WhataretheConse-quencesforurbanFreightTransport?LandUsePlanningandBusinessModelsforurbanDistributionCentresSuccessfulprivatepublicpartnership(PPP)enhancingurbangoodstransportNightdelivery:afurtheroptioninurbandistributionJointWorkshopBESTUFS-EPTRITSinurbangoodstransportUrbanfreightstrategies:laissez-faireorfollowingacomprehensivestrategy?ApproachestoUrbanConsolidation:conceptsandexperi-encesLastMileSolutionsFreightlogisticsinsmallandmediumsizedcities:Approaches,solutionsandsuccessfactorsUrbanWasteLogisticsManagingurbanfreighttransportbycompaniesandlocalauthoritiesPortcitiesandurbanfreightTo be confirmedTo be confirmed

BrusselsBrussels

Turin

TheHague

Dresden

Genova

LaRochelle

Malaga

BudapestDublinPalmelaMaribor

London

NurembergKaposvar

ZurichVienna

GothenborgBalticstatesSpain

BESTUFSworkshops

82

Statisticaldata,dataacquisitionanddataanalysisregardingurbanfreighttransportCityaccess,parkingregulationsandaccesstimeregulationsandenforcementsupportE-Commerceandurbanfreightdistribution(homeshopping)RoadpricingandurbanfreighttransportUrbanfreightplatforms(UFP)IntelligentTransportSystems(ITS)PublicPrivatePartnerships(PPP)inurbanfreightWastetransportlogisticsinurbanareasExperimentsandincentivesforenvironment-friendlyvehiclesControlandEnforcementinUrbanFreightTransportCityAccessRestrictionSchemes

BESTUFSI–BPH1BESTUFSI–BPH1BESTUFSI–BPH2BESTUFSI–BPH�BESTUFSI–BPH�BESTUFSI–BPH4BESTUFSI–BPH4BESTUFSII–BPH1BESTUFSII–BPH1BESTUFSII–BPH2BESTUFSII–BPH2

BESTUFSBestPracticeHandbooks

TheBestPracticeHandbooks,thepresentationsandminutesofallworkshopsandconferences,alink-listtothisGuide,abestpracticesearchtoolaswellasfurthermaterialisavailableontheBESTUFSwebpagewww.bestufs.net(inEnglishonly).

2

BESTUFS administration centre

NEA Transport research and trainingP.O. Box 19692280 DZ RijswijkThe Netherlands

E-mail: bestufs@nea.nl Phone: +31 70 3988 356Fax: +31 70 3988 426

BESTUFS co-ordination

PTVPlanung Transport Verkehr AGStumpfstraße 176131 KarlsruheGermany

E-mail: dieter.wild@ptv.dePhone: +49 721 9651 177Fax: +49 721 9651 696

This Guide reflects only the author’s views and the European Community is not liable for any use

that may be made of the information contained therein.

BESTUFS team

Country

GermanyUnited KingdomNetherlandsSwitzerlandHungaryCzech RepublicFranceUnited Kingdom

FranceGermanyFranceUnited KingdomItaly

Company

PTV AGNEWRAILNEARappTransTransmanCDVLET-ISHUniv. of Westminster

Inrets Deutsche PostParisUniv. of WestminsterIVECO

First Name

DieterTomMartinMartinJanosJanaJean-LouisJulian

Laetitia PeterLaurence GarthFrancesco

Last Name

WildZunderQuispelRueschMoniglVranovaRouthierAllen

Dablanc SonnabendDouvinThorneMassa

E-mail

dieter.wild@ptv.defreight@zunder.org.ukmqu@nea.nlmartin.ruesch@rapp.chtransman@transman.hujana.vranova@cdv.czjean-louis.routhier@let.ish-lyon.cnrs.frallenj@westminster.ac.uk

laetitia.dablanc@inrets.frP.Sonnabend@DeutschePost.delaurence.douvin@paris.frGT@garththorne.plus.comFrancesco.massa@iveco.com

Network contacts

Country

Italy Spain Greece DenmarkSweden Finland Belgium Ireland Austria Lithuania Poland Slovenia Bulgaria Slovakia EU EU EU Australia Japan South Africa

Company

CSST PROINCA Trademco NTU CIT Poyry Infra Stratec Trinity ECONSULT VGTU ILIM Uni Maribor Bulfralog VUD POLIS UITP Eurocities University of Melbourne Kyoto University CSIR

First Name

Giovanni Guillermo Iro Lars Stig Veli Eric Hugh Jürgen Algirdas Maciej Stane Vikenti Peter Sylvain Izaskun Valérie Russell Eiichi Hans

Last Name

Ruberti Montero Dimitriadou Bentzen Franzen Himanen Monami Finlay Schrampf Sakalis Tumasz Bozicnik Spassov Zitnansky Haon Arenaza Bénard ThompsonTaniguchi Ittman

E-mail

giovanni.ruberti@csst.itgmontero@proinca.comidimitriadou@trademco.grntu-aalborg@ntu.dkstig.franzen@cit.chalmers.seveli.himanen@kolumbus.finvi@stratec.behugh.finlay@dit.iej.schrampf@econsult.atalgirs@ti.vtu.ltMaciej.Tumasz@ilim.poznan.plstane.bozicnik@uni-mb.sivspassov@vtu.bgzitnansky@vudba.skshaon@polis-online.orgizaskun.arenaza@uitp.comv.benard@eurocities.ber.thompson@civag.unimelb.edu.autaniguchi@kiban.kuciv.kyoto-u.ac.jphittmann@csir.co.za

Updated contact details can be found on: www.bestufs.net

BESTUFSGood Practice Guideon Urban Freight Transport

BESTUFS is funded by the European Commission under the6 th Framework Programme for Research and Technological Demonstration© 2007 by the BESTUFS consortium